City of Vancouver Engineering Services

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1 ` City of Vancouver Engineering Services

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3 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Acknowledgements The Bicycle Plan 1999: Reviewing the Past, Planning the Future report is the result of the efforts of many people. Thanks go out to the following individuals for the time and effort they put into the preparation of this document. Neighbourhood Transportation Branch Staff Terry Dixon Jim Hall Nicky Hood Forrest Klotzbach Doug Louie Melina Scholefield Peter Stary Nina Wang 1997/1999 Bicycle Advisory Committee to Council Colin Brander Emma Dal Santo Robert Delahanty, Chair Brian G. Larsen Lynne Mutrie Bernadette Kowey Lawrence Pamer Helen Warn Ian Wasson Bicycle Network Subcommittee Barry Bogart Dick Loomer Douglas Todd Lorne Whitehead i

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5 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table of Contents Acknowledgements i List of Figures v List of Tables ix Action Items xiii Executive Summary xv 1 Purpose 1 2 Background Local Cycling Organizations and Programs Cycling Related Studies and Reports Greater Vancouver Regional District Studies and Reports City of Vancouver Studies and Reports The Fundamental E s of Cycling 11 3 Education, Enforcement and Encouragement Vancouver Cycling Maps and Brochures Bicycle Hotlines Telephone Hotline Hotline Police and Parking Enforcement Bicycle Squads Vancouver Police Bicycle Squad Parking Enforcement Bike Squad Bicycle Courier Licences Bicycle Parking By-law Bicycle Helmet By-law Bike to Work Week 18 4 Engineering Bicycle Network in Vancouver Bicycle Networks in Other Bicycle-Friendly Cities Greenways Program Bike Rack Program Bikeway Sign and Stencil Upgrade 28 iii

6 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 5 Review of Existing Bikeways Data/Trends Classifier Counts Bicycle Counts Vehicle Counts Bicycle Collisions Vancouver Police Department Bicycle Collision Reports ICBC Bicycle Collision Reports Bikeways and Crime Rates Bikeways and Property Values Public Input Cycling Survey Resident Survey Comparison Between Cyclist and Resident Surveys Conclusions and Recommendations Route Development Proposed Network Proposed Downtown Network 150 Bibliography 153 Glossary 155 Index 157 Appendix A: City of Vancouver Cycling Related By-laws 161 Street and Traffic By-law, as it Pertains to Cyclists 161 Parking By-law, as it Pertains to Cyclists 163 Appendix B: Surveys 173 Realtor Survey 173 Cyclist Survey 175 Resident Survey 179 Appendix C: Open House Comments 182 iv

7 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver List of Figures Education, Enforcement and Encouragement Vancouver Cycling Maps and Brochures Cycling in Vancouver Map 13 Quantity of Cycling in Vancouver Maps Distributed 14 Geographic Distribution of Cycling in Vancouver Maps in Bicycle Hotline City of Vancouver Bicycle Hotline Usage in Police and Parking Enforcement Bicycle Squads Police Bicycle Squad 17 Bike to Work Week 1999 Bike Week Promotion 18 Engineering The Bicycle Network Bicycle Route Construction 19 Cost of Vancouver s Bicycle Network 21 Vancouver s Existing Bicycle Network 22 The Cycling Network Program s Contribution to Vancouver s Bicycle Network 23 Routes along Side Streets as Identified by the 1992 Bicycle Network Study 24 Comparison of Bicycle Facilities between Vancouver, Seattle and Portland 25 Greenways Program Vancouver Greenways Network 27 Bikeway Sign and Stencil Upgrade Bikeway Stencils 28 Street Name Blade to be used on Bikeways 29 Overhead Sign to be used for Signals Where Bikeways Cross Arterial Streets 29 Stencil used for Bicycle Activation at Loop Detectors 29 Review of Existing Bikeways Data/Trends 24-Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., September 14 to 15, Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., January 26 to 28, Hour Bicycle and Vehicle Volumes on Adanac St. east of Lillooet St., July 13 to 15, Hour Bicycle and Vehicle Volumes on Camosun St. south of W 40 th Ave., November 16 to 18, Hour Bicycle and Vehicle Volumes on West 39 th Ave. east of Wallace St., November 16 to 18, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 8 to v

8 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 10, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 15 to 17, Hour Bicycle and Vehicle Volumes on West 37 th Ave east of Trafalgar St., November 18 to 20, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Cambie St., January 27 to 29, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Columbia St., January 27 to 29, Peak Hour Factor to Extrapolate 24-Hour Bicycle Volumes From Adanac Bikeway Classifier Data 43 Peak Hour Factor from Midtown/Ridgeway Bikeway Classifier Data 44 Combined Peak Hour Factors from Adanac and Midtown/Ridgeway Data 46 Bicycle Counts Modal Split for Bicycles Entering the Downtown Core 47 Peak Hour Vancouver Bicycle Volumes Peak Hour Downtown Bicycle Volumes Peak Hour Vancouver Bicycle Volumes Peak Hour Downtown Bicycle Volumes One-Hour East and Westbound Bicycle Volumes on the Adanac Bikeway 53 One-Hour East and Westbound Bicycle Volumes on the Off-Broadway Bikeway 54 One-Hour North and Southbound Bicycle Volumes on the Cypress Bikeway 55 Before and After, One-Hour Bicycle Counts on the Midtown/Ridgeway Bikeway 56 Vehicle Counts Two-way Vehicle Volumes at Various Locations along the Adanac Bikeway 58 Two-way, Vehicle Volumes at Various Locations along the Off-Broadway Bikeway 58 Two-way, 24-Hour Vehicle Volumes at Various Locations along the Cypress Bikeway 59 Bicycle Collisions Reported Collisions Involving Cyclists from 1975 to Cyclist Fatalities in Vancouver from 1975 to Vancouver Bicycle Collisions Downtown Bicycle Collisions Vancouver Bicycle Collisions Downtown Bicycle Collisions and 1998 ICBC Claims Involving Cyclists on Vancouver Bicycle Routes 67 Fault of 1997 and 1998 Collisions Involving Cyclists on Vancouver Bicycle Routes 68 Fault of 100 Random ICBC Claims Involving Cyclists in 1997 and Effects of Bikeways on Crime Rates City-wide Residential Break and Enter City-wide Residential Break and Enter City-wide Residential Break and Enter Cypress St. Residential Break and Enter, 1995 One Year Prior to Bikeway Construction 76 Cypress St. Residential Break and Enter, 1996 Year Bikeway Constructed 77 Cypress St. Residential Break and Enter, 1997 One Year After Bikeway Constructed _ 78 Ontario St Residential Break and Enter, 1995 Year Bikeway Constructed 79 Ontario St. Residential Break and Enter, 1996 One Year After Bikeway Constructed 80 vi

9 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Ontario St. Residential Break and Enter, 1997 Two Years After Bikeway Constructed 81 Effects of Bikeways on Property Values Realtor Age Profile 83 Realtor Gender Profile 84 Realtor Responses to Would you use a bicycle route as a selling feature of a home? 86 Realtor Responses to If a home is adjacent to a bicycle route, the route will: (ease of sale) 87 Realtor Responses to If a home is adjacent to a bicycle route, the route will: (selling price) 88 Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (ease of sale) 89 Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (selling price) 90 Public Input Cycling Survey Advertisement 92 Cycling Survey Cyclist Age Profile 93 Comparison of Age Profiles Between the 1998 Vancouver and 1992 GVRD Surveys 94 Cyclist Gender Profile 95 Comparison of Gender Between 1998 Vancouver, 1992 GVRD and 1987 Vancouver Cycling Surveys 96 Cyclist Responses to How often do you use your bicycle for the following purposes? 97 Cyclist Responses to How often do you use the following bikeways? 98 Route Use Based on Respondents Who Cycle Daily 99 Cyclist Responses to What discourages you from cycling more often? What factors could increase the likelihood of your using a bicycle more often? 100 Cyclist Responses to When you arrive at your destination, what facilities are available for you to use? 101 Cyclist Responses to What facilities would you like to have available at your destination? 102 Distances Cyclists Cycled (One Way) as a Percentage of Total Cycling Trips 103 Cyclist Responses to What types of bicycling facilities would you prefer? (Please rank in order of preference.) 104 Cyclist Responses to What features or aspects of existing Bikeways (e.g. Adanac, Off- Broadway, etc.) do you like? 105 Cyclist Responses to What features or aspects of existing Bikeways (e.g. Adanac, Off- Broadway, etc.) do you like? 105 Cyclist Responses to What features or aspects of existing bikeways do you dislike? 106 Cyclist Responses to Vancouver s bicycle network has had (choose one): 107 Cyclist Responses to Where would you like to see cycling routes in Vancouver? 108 Cyclist Responses to Do you have a copy of the City s Cycling in Vancouver brochure or other cycling map? 109 Bicycle Helmet Usage 110 Residents Survey Resident Age Profile 114 Resident Gender Profile 115 Resident Responses to Which bicycle route do you live along? 116 Actual Route that Residents Who Answered Unsure, Live Along 117 Resident Responses to Would you say that you are an active cyclist? 118 Resident Responses to How often do you use the following bikeways? 119 vii

10 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Resident Responses to What discourages you from cycling more often? What factors could increase the likelihood of your using a bicycle more often? 120 Distances Residents Cycled (One Way) as a Percentage of Total Cycling Trips 122 Resident Responses to Vancouver s bicycle network has had (choose one): 123 Resident Responses to Living along the bikeway has had (choose one): 124 Resident Responses to What type of home do you live in? 125 Resident Responses to If you were to sell your home today, do you think that being on a bike route would: (selling price) 126 Resident Responses to If you were to sell your home today, do you think that being on a bike route would: (ease of sale) 127 Resident Responses to How do you feel about living on a bicycle route? What, if any, would you say are the positives and negative aspects of living along a bicycle route? 128 Resident Responses to Do you have any specific comments about any of the traffic measures installed as part of the bikeway? (positive or negative) 129 Resident Responses to Since your street has become a bikeway, would you say that the livability of the street has: 130 Resident Responses to Since youf street has become a bikeway, would you say that the number of bicycles has: 131 Resident Responses to Since you street has become a bikeway, would you say that the number of automobiles has: 132 Resident Responses to Do you have a copy of the City s Cycling in Vancouver brochure or other cycling map? 133 Bicycle Helmet Usage 134 Comparison Between Cyclist and Resident Results Comparison Between Cyclist and Resident Ages 138 Comparison Between Cyclist and Resident Ages With 1996 Census Data For Vancouver 139 Comparison of Cyclist and Resident Gender with 1996 Census Data for Vancouver 140 Comparison of Bicycle Trip Frequency 141 Comparison of Factors that Discourage Respondents from Cycling More Often 142 Comparison of Responses to Vancouver s bicycle network has had (choose one): 143 Comparison of Helmet use between Cyclists and Residents 144 Comparison of bike map ownership between Cyclists and Residents 145 Recommendations Route Development Proposed Network Proposed Bicycle Facilities 149 Proposed Downtown Network Proposed Downtown Bicycle Network 151 viii

11 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver List of Tables Background Recommended Traffic Volumes for Local Integrated Bikeways 10 Education, Enforcement and Encouragement Vancouver Cycling Maps and Brochures Geographic Distribution of Cycling in Vancouver Maps in Engineering The Bicycle Network Bicycle Route Construction 20 Cost of Vancouver s Bicycle Network 21 Comparison of Bicycle Facilities between Vancouver, Seattle and Portland 26 Review of Existing Bikeways Data/Trends 24-Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., September 14 to 15, Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., January 26 to 28, Hour Bicycle and Vehicle Volumes on Adanac St. east of Lillooet St., July 13 to 15, Hour Bicycle and Vehicle Volumes on Camosun St south of West 40 th Ave., November 16 to 18, Hour Bicycle and Vehicle Volumes on West 39 th Ave. east of Wallace St., November 16 to 18, Hour Bicycle and Vehicle Volumes on West 37 th Ave east of Balaclava St., February 8 to 10, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 15 to 17, Hour Bicycle and Vehicle Volumes on West 37 th Ave east of Trafalgar St., November 18 to 20, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Cambie St., January 27 to 29, Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Columbia St., January 27 to 29, Peak Hour Factor to Extrapolate 24-Hour Bicycle Volumes From Adanac Bikeway Classifier Data 44 Peak Hour Factor from Midtown/Ridgeway Bikeway Classifier Data 45 Combined Peak Hour Factors from Adanac and Midtown/Ridgeway Data 46 Bicycle Counts Modal Split for Bicycles Entering the Downtown Core 47 One-Hour East and Westbound Bicycle Volumes on the Adanac Bikeway 54 One-Hour East and Westbound Bicycle Volumes on the Off-Broadway Bikeway 55 One-Hour North and Southbound Bicycle Volumes on the Cypress Bikeway 56 ix

12 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Before and After, One-Hour Bicycle Counts on the Midtown/Ridgeway Bikeway 57 Vehicle Counts Bicycle Collisions Reported Collisions Involving Cyclists from 1975 to Cyclist Fatalities in Vancouver from 1975 to and 1998 ICBC Claims Involving Cyclists on Vancouver Bicycle Routes 68 Fault of 1997 and 1998 Collisions Involving Cyclists on Vancouver Bicycle Routes 69 Fault of 100 Random ICBC Claims Involving Cyclists in 1997 and Effects of Bikeways on Property Values Realtor Age Profile 83 Realtor Gender Profile 84 Realtor Responses to Would you use a bicycle route as a selling feature of a home? 86 Realtor Responses to If a home is adjacent to a bicycle route, the route will: (ease of sale) 87 Realtor Responses to If a home is adjacent to a bicycle route, the route will: (selling price) 88 Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (ease of sale) 89 Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (selling price) 90 Public Input Cycling Survey Cyclist Age Profile 93 Comparison of Age Profiles Between the 1998 Vancouver and 1992 GVRD Surveys 94 Cyclist Gender Profile 95 Comparison of Gender Between 1998 Vancouver, 1992 GVRD and 1987 Vancouver Cycling Surveys 96 Cyclist Responses to How often do you use your bicycle for the following purposes? 97 Cyclist Responses to How often do you use the following bikeways? 98 Route Use Based on Respondents Who Cycle Daily 99 Cyclist Responses to What discourages you from cycling more often? What factors could increase the likelihood of your using a bicycle more often? 100 Cyclist Responses to When you arrive at your destination, what facilities are available for you to use? 101 Cyclist Responses to What facilities would you like to have available at your destination? 102 Distances Cyclists Cycled (One Way)as a Percentage of Total Cycling Trips 103 Cyclist Responses to What types of bicycling facilities would you prefer? (Please rank in order of preference.) 104 Cyclist Responses to What features or aspects of existing bikeways do you dislike? 106 Cyclist Responses to Vancouver s bicycle network has had (choose one): 107 Cyclist Responses to Where would you like to see cycling routes in Vancouver? 108 Cyclist Responses to Do you have a copy of the City s Cycling in Vancouver brochure or other cycling map? 109 Bicycle Helmet Usage 110 Residents Survey Resident Age Profile 115 Resident Gender Profile 116 Resident Responses to Which bicycle route do you live along? 117 Actual Route that Residents Who Answered Unsure, Live Along 118 x

13 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Resident Responses to Would you say that you are an active cyclist? 119 Resident Responses to How often do you use the following bikeways? 120 Resident Responses to What discourages you from cycling more often? What factors could increase the likelihood of your using a bicycle more often? 121 Distances Residents Cycled (One Way) as a Percentage of Total Cycling Trips 122 Resident Responses to Vancouver s bicycle network has had (choose one): 123 Resident Responses to Living along the bikeway has had (choose one): 124 Resident Responses to What type of home do you live in? 125 Resident Responses to If you were to sell your home today, do you think that being on a bike route would: (selling price) 126 Resident Responses to If you were to sell your home today, do you think that being on a bike route would: (ease of sale) 127 Resident Responses to How do you feel about living on a bicycle route? What, if any, would you say are the positives and negative aspects of living along a bicycle route? 128 Resident Responses to Do you have any specific comments about any of the traffic measures installed as part of the bikeway? (positive or negative) 129 Resident Responses to Since your street has become a bikeway, would you say that the livability of the street has: 130 Resident Responses to Since your street has become a bikeway, would you say that the number of bicycles has: 131 Resident Responses to Since you street has become a bikeway, would you say that the number of automobiles has: 132 Resident Responses to Do you have a copy of the City s Cycling in Vancouver brochure or other cycling map? 133 Bicycle Helmet Usage 134 Comparison Between Cyclist and Resident Results Comparison Between Cyclist and Resident Ages 138 Comparison Between Cyclist and Resident Ages With 1996 Census Data For Vancouver 139 Comparison of Cyclist and Resident Gender with 1996 Census Data for Vancouver 140 Comparison of Bicycle Trip Frequency 141 Comparison of Factors that Discourage Respondents from Cycling More Often 142 Comparison of Responses to Vancouver s bicycle network has had (choose one): 143 Comparison of Helmet use between Cyclists and Residents 144 Comparison of bike map ownership between Cyclists and Residents 145 Recommendations Route Development Proposed Network Proposed Bicycle Facilities 150 Proposed Downtown Network Proposed Downtown Bicycle Network 151 xi

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15 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Action Items Education, Enforcement and Encouragement Vancouver Cycling Maps and Brochures Action 1:In order to ensure adequate distribution and to offset the costs of producing the Cycling in Vancouver maps, sponsorship opportunities should be pursued. 15 Engineering The Bicycle Network Action 2:In order to maximize funding and accelerate construction of the bicycle network, funding applications through the Cycling Network Program and TransLink should continue to be actively pursued. 20 Greenways Program Action 3:Incorporate the Greenway Network into the Bicycle Network by providing facilities for recreational cyclists. 26 Bike Rack Program Action 4:Implement a new bike rack program that allows for options and flexibility and that results in an increase in racks in busy commercial areas. 28 Data/Trends Action 5:Count bicycles using both automated and manual methods to better determine bicycle volumes along the bikeways and other streets, and to further refine the peak hour factor for cyclists. 46 Action 6:Conduct bicycle cordon counts on a regular basis to accurately measure the modal split for bicycles and the effectiveness of cycling programs and initiatives. 48 Action 7:Monitor vehicle traffic along the bikeways and take remedial actions where needed. 59 Action 8:Monitor collisions involving cyclists to identify intersections or locations requiring modifications and to ensure a decline in the number and severity of bicycle collisions. 70 Action 9:Analyze crime statistics to ensure that there is a continued lack of correlation between crime and the presence of a bicycle facility. 82 Recommendations Route Development Action 10:Develop the bicycle network to ensure a grid of bikeways approximately one kilometre apart. 147 Action 11:Enhance accommodation for bicycles on arterial streets where practical, and provide for cyclists in the planning and design of new and reconstructed arterial streets. 147 Proposed Downtown Network Action 12:Plan and construct a network of bike lanes in the downtown core, in conjunction with the Downtown Transportation Plan. 152 xiii

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17 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Executive Summary Over the course of the last year, a review of Vancouver s bicycle network was completed to determine if it is meeting the needs of both cyclists and residents. Included in this review is a summary of bicycle data and trends, including bicycle counts, bicycle accidents, and the effects of bikeways on crime rates and property values. Also included in this review are surveys of cyclists using the bicycle facilities and of residents living along bikeways. This information is being compiled in a draft report titled 1999 Bicycle Plan: Reviewing the Past, Planning the Future. The following is an overview of the results. Bicycle Data and Trends Bicycle counts conducted recently indicate that the bikeways are attracting many cyclists to use them. For example, bicycle counts on the Adanac Bikeway at Main Street are up substantially since In 1992, before it was constructed, approximately 330 cyclists were using the Adanac Bikeway in a 24 hour period. This number has risen to approximately 560 in 1993 and to over 1080 cyclists in a 24 hour period in This represents a 225% increase in the number of cyclists in a five year period. On many sections of the Adanac Bikeway, the number of bicycles is almost equal to the number of automobiles using the street. In addition to bicycle counts on bikeways, bicycle counts at intersections throughout the entire city were analyzed. From the analysis, it can be concluded that the majority of cyclists are located in the downtown core followed by the Broadway corridor. Vehicle use along bikeways was also reviewed to determine if the creation of a bikeway affected the number of automobiles using the street. Results indicate that vehicle volumes along a street are highly variable and fluctuate from year to year, but that the creation of a bikeway did not increase the number of vehicles using the street. In many cases, the volumes of vehicles decreased due to the traffic calming measures implemented with along with the bikeway. Over 25 years of accident data were reviewed to determine the trend in the number of reported accidents involving cyclists. The data indicates a general decline in the number of reported accidents involving cyclists since It is interesting that this decline in bicycle accidents corresponds with the development of the City s bicycle network. To determine if there is any correlation between the presence of a bike route and crime, the help of the Vancouver Police Departments Crime Analysis Unit was enlisted. City-wide residential break and enter data for 1995, 1996 and 1997 was analyzed and no relationship could be found between the location of bicycle routes and the frequency of residential break and enter crime reports. In addition to city-wide data, two neighbourhoods were analyzed before and after a bikeway was constructed. As with the city-wide data, no correlation was found between bikeway development and the frequency of break and enter crime reports. In addition to crime data, a random survey was delivered to Vancouver Realtors to determine the effect of the presence of a bicycle route and property values. Of the Realtors who responded, 85% indicated that bicycle routes are an amenity to the community and 65% indicated that they would use the bicycle route as a selling future of a home. When asked about the effect on property values 62% indicated that the bike route would have no effect on the selling price of the home. The results from this study indicate that the bicycle routes do not affect property values. Cyclist Opinion Survey Results Over 1700 cyclists responded to our cycling survey that was distributed along our bikeways and made available on-line in the city s website ( Survey questions included the respondent s age, gender, cycling habits and preferences. xv

18 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future A summary of the results indicates that most of the cyclists who responded are between the ages of 25 and 44, two-thirds are male and most are commuter cyclists. The three top discouraging factors to cycling are traffic, poor weather and safety concerns. The top three preferred cycling facilities are bikeways followed by bicycle lanes and separated bike paths. Of the cyclists who responded, the top three areas where bicycle facilities should be provided are the downtown core, on all bridges, and Burrard Street. In addition, 69% of respondents indicated that Vancouver s bicycle network has had at least some influence on the amount they cycled. Resident Opinion Survey Results An opinion survey was also delivered to 9600 households along existing bikeways. Approximately 1850 were returned representing a 19% response rate. In addition to questions about their cycling habits, residents were asked to indicate how they felt about living along a bikeway. The survey results show that most of the residents who responded are between the ages of 25 and 55, 51% live in single family homes and 39% consider themselves to be an active cyclist. The top three discouraging factors to cycling are traffic, bad weather and not having enough time. When asked about the influence of Vancouver s bicycle network on the amount they cycle, 43% indicated that the network had at least some influence, while 41% indicated that the network had no influence on the amount they cycle. When asked about selling their home, 45% felt that living on the bikeway would have no effect on the selling price of the home. Of the remaining 55%, 19% felt the bikeway would increase the price, 12% felt the bikeway would decrease the price and 24% did not know what effect the bikeway would have. When asked about the positive and negative aspects of living on a bikeway, most of the results were positive with the most common response being that respondents felt the street was safer, quieter and had less automobile traffic. In addition, when asked about the livability of the street, 38% of respondents indicated that the bikeway had increased the livability of the street, 47% felt it had remained unchanged and 15% felt that livability of the street had decreased since it became a bikeway. Conclusions As a result of this bicycle network review, several preliminary bicycle proposals are presented in Appendix A. The general conclusions from the review are that the bicycle network is generally seen as a positive benefit to both the residents and cyclists of Vancouver. There is a strong desire by cyclists to have a network of interconnected bicycle routes in the downtown core to complement the network of bikeways that has been constructed to date. xvi

19 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver 1 Purpose With the turn of the millennium upon us and Greater Vancouver s population nearing two million, transportation alternatives need to be provided to alleviate the pressure on our overloaded roadway network. Since City Council s historic 1968 decision not to build a freeway network in Vancouver, Council has continued to support transportation alternatives to the private automobile. To this end, Council has ranked transportation priorities as providing for the needs of pedestrians, cyclists, transit and goods movement, above that of the private automobile. The development of the Bicycle Network has been an important strategy in the City s effort to reduce congestion and provide a safe and attractive alternative to the automobile in Vancouver. A concerted effort to develop bicycle facilities within the City began with two important initiatives, the Vancouver Comprehensive Bike Plan and the Bicycle Network Study, as precursors to the 1999 Bike Plan outlined in this report. Vancouver s Bicycle Program began in 1988 when Council approved the Engineering Department s Vancouver Comprehensive Bicycle Plan which was the result of over three years of consultation with cyclists and residents of Vancouver. The comprehensive bicycle plan analyzed local cycling statistics and needs and explored the four fundamental E s of cycling (Engineering, Education, Enforcement and Encouragement), in order to integrate cyclists into the existing transportation network and to promote and encourage the use of bicycles as a safe and convenient mode of transportation. 1 In 1992, the Bicycle Network Study was conducted to determine the methods and logistics of integrating cyclists into the existing roadway infrastructure and to identify a logical bicycle network that linked important destinations safely and efficiently. Four basic options for providing bicycle facilities were examined: integration on arterial streets, integration on local streets, bicycle lanes and bicycle paths. While all four options were acknowledged as being part of a cohesive and effective network, enhanced integration on local streets was identified as the preferred option to pursue. Enhanced integration on local streets is achieved by identifying a quiet side street parallel to a major transportation corridor, and installing traffic calming devices and signals to favour the movement of cyclists. As a result of the recommendations of the Bicycle Network Study, Vancouver s existing bicycle network is primarily composed of locally integrated bikeways. In addition to defining the type of bicycle facility to be pursued, the Bicycle Network Study identified four priority routes to be pursued: the Adanac/Union corridor, the Broadway corridor, the Arbutus corridor and the Ontario corridor. These four priority corridors have been completed along with bikeways along the Cassiar, Heather, Lakewood, 37 th Avenue, and Elliott/Slocan corridors. In the eight years since the approval of the Bicycle Network Study, much of our focus has been on creating a grid of locally integrated bikeways. It is now time to step back and review the existing network to determine its effectiveness, both in terms of economics and in encouraging people to cycle. In addition to answering these two important questions, this report will review the existing bicycle network, update the bicycle master plan, solicit feed back from both users of the bicycle facilities and residents living along the bikeways, and identify future bicycle facilities and initiatives. 1 Vancouver Comprehensive Bicycle Plan, Page i 1

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21 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver 2 Background This section details a summary of the past and current cycling organizations and reports as well as the fundamental E of cycling that have guided the development of Vancouver s bicycle network. 2.1 Local Cycling Organizations and Programs Over the last decade, the City of Vancouver has developed a network that contains over 100 kilometres of bicycle facilities. During this time, there have been numerous groups and organizations that have provided input on route selection, design, and construction. The following is an alphabetical listing of organizations and programs that have contributed to the creation of Vancouver s bicycle network and the promotion of the bicycle as a viable form of transportation within Vancouver. Better Environmentally Sound Transportation (BEST) BEST is a non-profit organization formed in 1991 to promote the use of environmentally, economically, and socially responsible alternatives to the private automobile within the Greater Vancouver region. 2 The mission of BEST is to foster a higher quality of life through the promotion of sustainable and appropriate forms of transportation primarily in the Greater Vancouver area and the rest of BC. They encourage cycling as a form of transportation by promoting more effective and safer use of bicycles. 3 BEST s many projects include providing trip reduction strategies to local companies, producing a quarterly newsletter entitled The Spoke n Word and organizing the annual Bike to Work Week and accompanying events. For more information contact: Better Environmentally Sound Transportation Suite 822, 510 West Hastings St Vancouver, BC V6B 1L8 Phone: (604) Fax: (604) atc@wimsey.com Homepage: Bicycle Advisory Committee to Council (BAC) The Bicycle Advisory Committee to Council (BAC) was formed to provide Vancouver City Council with input on various proposals and projects as they pertain to cycling. The BAC meets on the third Wednesday of each month, in Committee Room No. 2, Third Floor, City Hall, at 5:30 p.m. The BAC was established by resolution of Council on July 30, 1985 to: Review and advise Council on the implementation of the Vancouver Comprehensive Bicycle Plan; Provide cyclist input on Capital improvement projects; 2 Better Environmentally Sound Transportation Homepage 3 BEST, Annual Report and Financial Statements May 1, 1997 April 30, 1998, page 2 3

22 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Promote bicycling as a viable form of urban transportation and recreation; Evaluate bicycle facilities and promote motorist and cyclist awareness, competence, and safety. 4 Volunteers serve on the BAC for a three-year term and are appointed by Council, Vancouver Park Board, and the Vancouver School Board. For more information contact: Laura Kazakoff, Clerk City Clerks Office, City Hall 453 West 12 th Avenue, Vancouver, BC V5Y 1V4 Phone: (604) Fax: (604) laura_kazakoff@city.vancouver.bc.ca Bicycle Network Subcommittee (BNSC) The Bicycle Network Sub-committee (BNSC) of the Bicycle Advisory Committee was formed on April 10, 1991 to pursue an integrated bicycle network concept with Engineering Services. The membership of the BNSC consisted mainly of members of the Vancouver Bicycle Network Group (VBNG) and the two groups became synonymous. 5 The BNSC meets monthly to discuss the technical issues of bikeway design, in addition to pursuing other projects such as the Local Integrated Bikeway Standards Report and the promotion of the existing bicycle network. For more information contact: Peter Stary, Neighbourhood Transportation Branch Engineering Services, City Hall 453 West 12 th Avenue, Vancouver, BC V5Y 1V4 Phone: (604) Fax: (604) peter_stary@city.vancouver.bc.ca Cycling British Columbia Cycling British Columbia is a non-profit association whose function is to manage and develop cycling for recreation, transportation and sport in BC. 6 Cycling BC develops programs for bicycle racing, recreation, safety and transportation; advocates cyclists rights at the provincial level; works cooperatively with other community groups and organizations with similar aims; promotes cycling to the public through bicycle education courses for children, youth and adults; and provides members with a monthly newsletter and insurance coverage. 7 4 Bicycle Advisory Committee Bicycle Network Study, page 5 6 Cycling British Columbia Homepage 7 Ibid. 4

23 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver For more information contact: Cycling British Columbia 1367 West Broadway Vancouver, BC V6H 4A9 Phone: (604) Fax: (604) Homepage: Cycling Network Program (CNP) In June 1995, the British Columbia Provincial Government established the Cycling Network Program (CNP) to encourage people to cycle instead of drive. The program finances half of the cost of cycling infrastructure, including bike paths, bike lanes, cyclist-activated signals, refuge areas and bike parking. The local municipality pays the remaining costs. The Cycling Network Program is a program of the BC Transportation Financing Authority and receives administrative support from the Ministry of Transportation and Highways. 8 Financing for the Cycling Network Program is from the BC Transportation Financing Authority (BCTFA). A minimum of 50% of the funds is available to eligible local governments (on a 50/50 costsharing basis, up to a maximum of $200,000), while a maximum of 50% of the funds available is assigned to projects on existing provincial roads. To be eligible for CNP funding, a project must be part of an approved cycling network plan. Of the existing 15 bike routes in Vancouver, nine have had funding provided through the Cycling Network Program. The extent of CNP funding in the City of Vancouver is shown in Figures 8 and 10. For more information contact: BC Transportation Financing Authority Box 9900, Station Prov Govt Victoria, BC Canada V8W 9R1 Homepage: Downtown Cyclists Network (DCN) In October 1997, ten cyclists formed the Downtown Cyclists Network (DCN). The DCN is composed of cyclists who live and/or work downtown and who advocate the development of a network of bike lanes in the downtown core. In addition to lobbying for bike lanes, the DCN s mandate is to improve quantity and quality of end of trip facilities for commuter cyclists downtown. The Network currently consists of over 100 members, who work for such institutions as The Vancouver Sun and Business in Vancouver publications, Vancouver Community College, British Columbia Institute of Technology, Simon Fraser University Harbour Centre, the Vancouver Port Corporation and the Granville Mall Tenant s Association. 9 For more information contact: dcn@e-law.com Homepage: 8 BC Transportation Financing Authority Homepage 9 The Downtown Cyclist Network Homepage 5

24 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Municipal Bicycle Committee (MBC) In 1992, the Regional Bicycle Task Force formed the Municipal Bicycle Committee (MBC). The MBC is comprised of technical staff representatives from GVRD member municipalities, as well as from agencies such as BC Transit, the Ministry of Transportation & Highways and the Airport Authority. The mandate of the MBC is to ensure smooth flow of information between the Regional Bicycle Task Force and the agencies above, and to ensure that the interests of each of these jurisdictions are adequately represented in the actions and discussions of the Regional Bicycle Task Force. 10 For more information contact: Helen Cook, Implementation Planning Department TransLink # Kingsway Burnaby, BC V5H 4N2 Phone: (604) Fax: (604) Regional Bicycle Task Force In 1991, the Greater Vancouver Regional District formed the Regional Bicycle Task force to: Find ways to advance bicycle-related transportation policies; Promote a regional cycling network in co-operation with member municipalities; Publish a map of regional commuting and recreational bicycle routes; Work with BC Transit to facilitate multi-modal travel. Members of the Regional Bicycle Task Force are comprised of civic politicians within the GVRD. Vancouver Area Cycling Coalition (VACC) In 1998, the Vancouver Area Cycling Coalition (VACC) was formed by cycling advocates from BEST, Cycling BC and the Vancouver Bicycle Club to provide a single representative cycling body to the Provincial and municipal governments. The VACC is a member-supported advocacy and lobby group for the entire greater Vancouver area and is dedicated to the improvement of conditions and facilities for cycling. The VACC s goals are to advocate better conditions for cyclists, support cycling for itself and not for environmental reasons, strive to institutionalize change and to use modern forms of communication to share information, debate issues, and contact others. 11 Current VACC projects include: bicycles in, under and around SkyTrain; improving cycling facilities on the Lions Gate Bridge; bicycles and the Greater Vancouver Transportation Authority; and various cycling issues in Burnaby. 12 For more information contact: vacc@sustainability.com Homepage: 10 Ken Kuo, GVRD Strategic Planning Department 11 Vancouver Area Cycling Coalition Homepage 12 Richard Campbell, Vancouver Area Cycling Coalition 6

25 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Vancouver Bikeway Network Group (VBNG) On February 13, 1991, Dr. Lorne Whitehead of the Vancouver Bikeway Network Group (VBNG) presented a concept for bicycle routes in Vancouver to the BAC. The concept involved dedicating side streets parallel to major arterial streets for cyclists. After presenting this plan to several bicycling organizations and the Engineering Department, the concept was refined to allow integration of both vehicles and bicycles on the parallel side streets, with bicycles receiving priority. A draft document titled The Bikeway Solution was then written by the VBNG in May of 1991 and presented to the BAC and Engineering Department for consideration. 13 In April 1991, the members of the VBNG formed the Bicycle Network Subcommittee to the Bicycle Advisory Committee to Council to assist Engineering staff pursue an integrated bicycle network concept. 2.2 Cycling Related Studies and Reports The following is a chronological list of regional and City of Vancouver studies and reports that have been produced to either directly promote cycling or emphasize the need to reduce reliance on the automobile Greater Vancouver Regional District Studies and Reports Creating our Future: Steps to a More Livable Region, 1990 Written in 1990, Creating our Future: Steps to a More Livable Region was created to maintain Greater Vancouver s liveability and emphasized five critical priorities, which require immediate attention by the Greater Vancouver municipal federation. The five priorities are: 1. Maintaining a healthy environment; 2. Conserving our land resource; 3. Serving a changing population; 4. Maintaining the region s economic health; and 5. Managing our region. 14 Regional Actions 16 and 17 address cycling directly and state: 16. Develop a regional air quality and transportation strategy that identifies priority actions. Reverse transportation priorities so decisions are made to favour walking, cycling, public transit, goods movement and then the automobile. 17. Double the number of bicycle commuters by 1995 through promoting a regional cycling network in co-operation with municipalities, preparing a regional map of commuter and recreational cycling routes, working with BC Transit to facilitate multimodal travel, and encouraging municipalities to adopt development standards that accommodate the needs of cyclists Bicycle Network Study, page 5 14 Creating Our Future: Steps to a More Livable Region, page 9 15 Ibid., page 13 7

26 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Livable Regions Strategy: Proposals, 1993 Following the Creating our Future: Steps to a More Livable Region report, the GVRD held several public discussions and developed the Livable Regions Strategy: Proposals in One of the policies developed was the need to increase transportation choices and to enhance and/or retrofit local streets and infrastructure to favour transit, bicycle and pedestrian users. 17 Transport 2021: A Long-Range Transportation Plan for Greater Vancouver, 1993 Transport 2021 was a joint two-year project between the GVRD and the Province of British Columbia. The plan presents all the elements of a 30-year transportation plan for Greater Vancouver. 18 A major obstacle to more cycling is that existing roads and bridges do not accommodate cyclists very well. Also, many destinations have no secure bicycle storage, change rooms, showers or lockers. If cyclists were better accommodated, transit could also benefit: more people from further away could access transit by bike than by foot alone, giving transit stops a greater catchment area. Those modern western cities which have successfully adapted their road systems to accommodate cycling have shown that bicycle travel can become an important component of the transportation system and may reduce the number of motor vehicles on the roads. 19 Greater Vancouver Regional Bicycle Sign and Pavement Marking Guidelines, 1996 The Greater Vancouver Regional Bicycle Sign and Pavement Marking Guidelines were developed in 1996 by the GVRD s Municipal Bicycle Committee. The Guidelines were developed to assist anyone planning or building bicycle facilities in Greater Vancouver by providing standard signs and pavement markings that are clear and effective traffic control devices, whether the bicycle traffic is on-road, offroad or on a mixed-use facility City of Vancouver Studies and Reports Vancouver Comprehensive Bicycle Plan, 1988 In 1988, the Engineering Department, in co-operation with the Bicycle Advisory Committee to Council, developed the Vancouver Comprehensive Bicycle Plan. The comprehensive plan was developed to analyze local cycling statistics and needs, explore the four fundamental areas of cycling (Engineering, Education, Enforcement and Encouragement) and to promote and encourage the responsible use of the bicycle as a safe and convenient mode of transportation Livable Region Strategy: Proposals, page 3 17 Ibid., page Transport 2021: Long Range Plan for Greater Vancouver, page 1 19 Ibid. page iv 20 Greater Vancouver Regional Bicycle Sign and Pavement Marking Guidelines, page 1 21 Vancouver Comprehensive Bicycle Plan, page 15 8

27 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Clouds of Change, 1990 In 1990, Council approved the Clouds of Change Report prepared by the Task Force on Atmospheric Change. The task force was created by Vancouver City Council to study the issues surrounding atmospheric change, gather public input and recommend specific actions for the City to pursue. 22 Bicycle Parking Standards Study, 1991 The City s Engineering Department in 1991 completed the Bicycle Parking Standards Study. The report was conducted to obtain current data on bicycle ownership and use, to determine state of the art practices in other jurisdictions, and to recommend appropriate standards to be applied to various types of development in Vancouver. 23 The results of the Bicycle Parking Standards Study were used to amend the Building and Parking Bylaws to incorporate end-of-trip facilities for cyclists in all new developments in Vancouver. A copy of the Bicycle Parking By-law is located in Appendix A. Bicycle Network Study, 1992 In 1992, the Engineering Department, in co-operation with the Bicycle Advisory Committee to Council, developed the Bicycle Network Study. The purpose of the study was to develop measures beyond the Vancouver Comprehensive Bicycle Plan and to formulate the basis for a bicycle network in Vancouver. The major recommendation of the Bicycle Network Study was the priority to integrate bicycles on local streets through the construction of locally integrated bikeways. 24 Vancouver Greenways Plan, 1995 In 1995, City Council adopted the Vancouver Greenways Plan that proposes a network of greenways to join important destinations throughout Vancouver. A greenway is a linear public corridor that connects parks, nature reserves, cultural features, historic sites, neighbourhood, and retail areas, often along either natural corridors like river or ocean fronts or along rail rights-of-way or streets shared for transportation use. 25 Greenways are green paths for pedestrians and cyclists that expand the opportunities for urban recreation and enhance the experience of nature and city life. 26 As a result of the Vancouver Greenways Plan, Council approved the Ridgeway Greenway Pilot Project. The Ridgeway Greenway, which connects Pacific Spirit Park on the West Side to Central Park in Burnaby, is the first city-wide greenway to be constructed in Vancouver. The first stage of the Greenway, along 37 th Avenue from Granville Street to Knight Street, was constructed in 1997/98. Stages 2 and 3, the extension of the Greenway from Granville Street to U.B.C., and from Knight Street to Boundary Road, are scheduled for construction in 1999 and 2000 respectively. 22 Bicycle Network Study, page3 23 Bicycle Parking Standards Study, page 1 24 Bicycle Network Study, page 2 25 Greenways/Public Ways, page vii 26 Vancouver Greenways Plan, page 1 9

28 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Bicycle Network Subcommittee s Local Integrated Bikeway Standards (LIBS), 1996 Developed in 1996, the Local Integrated Bikeway Standards report was written by the Bicycle Network Subcommittee to determine design standards to apply to all new integrated bikeways in Vancouver. The BNSC developed a ratio of traffic volume to road width to determine a design that is comfortable for most cyclists. The LIBS ratio is as follows: 27 VPH WC C n where: VPH = the maximum number of vehicles (including bicycles) in both directions travelling per hour W C-C = the roadway width from curb to curb, metres n = the number of parking lanes on the street Using the above equation, the following table was produced to give recommended maximum and desirable hourly volumes for streets of varying widths. Table 1: Recommended Traffic Volumes for Local Integrated Bikeways 28 Category Width (m) Maximum Vehicles Per Hour Desirable Vehicles Per Hour A < B 4.6< w < C 5.8< w < D 7.2< w < E 8.8 > City of Vancouver Transportation Plan, 1997 The City of Vancouver Transportation Plan was completed in 1997 and was the culmination of a year of public meetings and symposiums on transportation in Vancouver. The basic directions for transportation within the City of Vancouver have been established by Council s adoption of CityPlan and Livable Region Strategic Plan. The goal of the Transportation Plan was to determine the details of how these transportation directions could be achieved. 29 The six basic strategies that arose from the Plan include sharing the road network, calming traffic in neighbourhoods, creating abetter transportation balance downtown, setting targets for transportation goals, setting priorities for implementation and setting policies for paying for transportation. 30 The Transportation Plan Policies that specifically address cycling are as follows: Continue to develop bikeways as a high priority and to use different bicycle facilities, such as bike lanes, in areas of the Downtown where bikeways are not possible. (Initiatives C1 and C2) 27 Recommendations for Traffic Volumes for Local Integrated Bikeways 28 Ibid. 29 The City of Vancouver Transportation Plan, page7 30 Ibid., pages

29 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Install bike lanes on some arterial streets for fast, safe bicycle access across the city. (Initiative C3) Raise the awareness and visibility of cycling facilities by using pavement markings such as bike logos and painted bike lanes. (Initiative C4) Improve linkages with transit through provision of bike racks at bus stops and by encouraging BC Transit to accommodate bikes on all public transit vehicles. (Initiatives C5 and C6) Encourage the provision of a high standard of bicycle facilities in commercial and residential facilities, especially in the Downtown. (Initiative C7) The Fundamental E s of Cycling In order to provide safe, efficient facilities for cyclists and to encourage more people to ride their bicycles for transportation purposes, there are four fundamental and interdependent factors that must be addressed. These factors include engineering, education, enforcement and encouragement. 32 Engineering refers to the infrastructure constructed to encourage cycling and provide a safe and convenient cycling environment for the commuter and recreational cyclist. Engineering may include the construction of bikeways and bike lanes, providing for bicycles at existing traffic signals, providing bike racks and improving the existing road network to better meet the needs of cyclists. Education is the second fundamental E of cycling. The ultimate goal of education is to promote the safe and responsible use of the bicycle for transportation and recreation, and to achieve widespread acceptance of the bicycle as a legitimate vehicle whose operator shares the same rights and responsibilities as that of other vehicles in the transportation network. 33 Enforcement of the rules of the road network also plays an important role in encouraging cycling. Enforcement is required to ensure that both motorists and cyclists comply with all municipal and provincial laws regarding operation of their vehicles. This further enforces the principal that cyclists and motorists respect each other s right and responsibilities to the road network. The final fundamental E of cycling is encouragement. Encouragement is required to get more people to use their bicycles as a means of transportation. The result is a decrease in traffic congestion, less pollution and an increase in physical fitness. Over the last 12 years, much of the focus has been providing and developing bicycle infrastructure. However there have been advancements in the areas of education, encouragement, and enforcement. 31 Ibid., page Vancouver Comprehensive Bicycle Plan, page Vancouver Comprehensive Bicycle Plan, page 16 11

30 12 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future

31 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver 3 Education, Enforcement and Encouragement Since the Comprehensive Bicycle Plan identified Education, Enforcement and Encouragement as being critical to the success of its bicycle program, the City has contributed to several projects that have addressed these fundamental factors. Such projects include producing bicycle maps and brochures, creating a hotline for cyclists to call and report cycling hazards, creating both a Police and Parking Enforcement bicycle squad, licensing bicycle couriers, updating the Parking By-law to include bicycle end-of-trip facilities, instituting a mandatory helmet by-law and participating in educational events such as Bike to Work Week. 3.1 Vancouver Cycling Maps and Brochures Since the implementation of the City s first bicycle routes, cycling maps have been produced to educate residents about the cycling opportunities that exist within the City of Vancouver. The initial individual route maps and brochures evolved until 1995 when they where compiled into a city-wide map, encompassing all routes in Vancouver. This first map entitled Vancouver Bicycle Routes, illustrated both the existing and proposed bike routes, in relation to the arterial streets in the City. As the number of bike routes in Vancouver grew, the map was updated to reflect the changes in the route network. In the spring of 1998, a new map entitled Cycling in Vancouver was created to show the relationship of the bike routes within the entire roadway network. This version of the cycling map has proven very successful with over 50,000 being distributed in its first year. Figure 1 shows the front cover of the 98/99 bike map. With press coverage and the advertisement of the map on our homepage, requests for copies of the map have come from all over the world. To date, requests have been received from the United Kingdom, Belgium, Finland, Germany, Korea and we have received dozens of requests from the United States. Figure 2 illustrates the demand for the cycling maps. As one would expect, the majority of the maps are distributed during the spring and summer months. Figure 2 also illustrates the success of the new map with quantities surpassing that of the previous two years. Figure 1: Cycling in Vancouver Map 13

32 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 2: Quantity of Cycling in Vancouver Maps Distributed 50,000 45,000 40,000 35,000 30,000 25,000 20,000 15,000 Press Release Approximate Number of Maps Distributed in both 1996 and ,000 5,000 0 Mar-98 Apr-98 May-98 Jun-98 Jul-98 Aug-98 Sep-98 Oct-98 Nov-98 Dec-98 Jan-99 Feb-99 Mar-99 Apr-99 Maps are given out to individuals or organizations on request. Figure 3 shows that 98% of the maps are distributed within Vancouver. Most of the remaining 2% are distributed to municipalities neighbouring Vancouver, such as Burnaby, Richmond and North Vancouver. Figure 3: Geographic Distribution of Cycling in Vancouver Maps in 1998 West Vancouver White Rock New Westminster Coquitlam Langley Delta Surrey Richmond North Vancouver Vancouver 98% Other 2% Burnaby 14

33 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table 3: Geographic Distribution of Cycling in Vancouver Maps in 1998 City Quantity Percentage West Vancouver % White Rock % New Westminster % Coquitlam % Langley % Delta % Surrey % Richmond % North Vancouver % Burnaby % Vancouver 42,519 98% Total: 43, % Action 1: In order to ensure adequate distribution, and to offset the costs of producing the Cycling in Vancouver maps, sponsorship opportunities should be pursued. 3.2 Bicycle Hotlines As described in the following sections, cyclists can reach city staff via a telephone or hotline to report hazardous cycling conditions, ask questions or make suggestions about cycling in Vancouver Telephone Hotline In 1993, a hotline telephone number, (604) , was set up for cyclists to request road maintenance, ask questions, or make suggestions regarding our bicycle program. While the topics of phone calls vary, the majority of calls are related to road maintenance issues such as potholes, broken glass, and lighting, and many callers also request bike maps or suggest future bike routes. Requests for road maintenance and bicycle maps are usually processed and completed within two working days of receiving the call. The volumes of calls to the bicycle hotline vary both seasonally and with media coverage. Generally, one or two calls are received daily but as shown in Figure 4, as many as 350 calls have been received in a single month. 15

34 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 4: City of Vancouver Bicycle Hotline Usage in Release of "Cycling in Vancouver" Map Release of 1998 Cycling Survey 350 Number of Incoming Calls October 1997 December 1997 February 1998 April 1998 June 1998 August 1998 October 1998 Date Hotline In 1994, the City of Vancouver created an version of its Bicycle Hotline similar to the telephone hotline. Cyclists can the city for information, report hazardous cycling conditions or request street maintenance. Initially, the address was set up jointly with a general transportation hotline (transdiv@city.vancouver.bc.ca), but in 1997 a separate address was created specifically to address cyclists concerns (cycling@city.vancouver.bc.ca). The volume of requests through also varies seasonally, with an average of eight to ten requests or messages per week Police and Parking Enforcement Bicycle Squads The City of Vancouver has created two bicycle squads for its police and parking enforcement officers. These bicycle patrols are proving popular both with the public and officers alike Vancouver Police Bicycle Squad Although the first police officer to patrol Vancouver s streets on bicycle was in 1899, the first modern Bicycle Squad was created nearly one hundred years later, by the Vancouver Police Department (VPD). The Squad, initially consisting of eight officers, was formed to fill the gap in coverage between 34 Cycling Initiatives in Vancouver Providing Alternatives 16

35 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver beat officers and officers in patrol cars. This squad was modeled on the successes of the Seattle Police Department s Bicycle Squad. 35 Figure 5: Police Bicycle Squad Since its inception, the Bicycle Squad has been well received by the public and officers alike. For the public, Police Officers on bicycles are more approachable, personal and contribute to a sense of community. Officers enjoy the bicycle squad because they are more mobile in congested areas, have an expanded view of the patrol area and are able to see, hear and even smell more details. Generally, officers in the Bicycle Squad get more exercise, have less stress and are happier than their counterparts in patrol cars. In addition, the Bicycle Squad is cost effective; eight officers can be trained and equipped for the cost of purchasing one patrol car. 36 (Photo courtesy of BEST) The Squad has expanded from its initial eight members in 1991, to now include over 70 members of the VPD s 1100 officers; there are now bicycle squads in each of the City s four geographical districts. In fact, with over six percent of its officers on bicycle, Vancouver has one of the highest percentages of bicycle patrols in Canada Parking Enforcement Bike Squad The City of Vancouver Parking Enforcement Bike Squad was established in 1993 after a Vancouver City Council discussion on a new permit-parking program in the West End. Initially a six-month trial involving 3 officers, the squad has now grown to include over 12 members. 38 The establishment of the bicycle squad has seen similar advantages as the Police Bicycle Squad. The bicycles have allowed officers to do their job more efficiently, as larger areas can be patrolled in less time in congested areas and officers on bicycles are more approachable to the public Bicycle Courier Licences The City, in conjunction with Cycling British Columbia, currently administers and conducts written and on-road testing before issuing licences to bicycle couriers. This process ensures that couriers are aware of all laws that apply to them, are competent cyclists and are accountable for their actions. 35 Vancouver Police Department Bicycle Squad Homepage 36 Constable Bert Rainey, Vancouver Police Bicycle Squad 37 Vancouver Police Department Bicycle Squad Homepage 38 Citylink, June Ibid. 17

36 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 3.5 Bicycle Parking By-law In 1995, the City of Vancouver amended its Parking and Building by-laws to include provisions for end-of-trip facilities for cyclists. Depending on the building s use, new developments must now provide bike racks outside the building (Class B bicycle parking) and secure, underground bicycle storage inside the building (Class A bicycle parking). If Class A bicycle parking is required, change rooms and shower facilities are also required for cyclists. 40 Relevant sections of the Parking By-law are given in Appendix A. 3.6 Bicycle Helmet By-law The Provincial Government introduced legislation on September 3, 1997 to make the use of approved bicycle helmets mandatory under the Province of British Columbia s Motor Vehicle Act. Following the Province s lead, the City of Vancouver amended its Street and Traffic by-law to make helmet use mandatory on all bicycle facilities in the City that are not covered by the Provincial legislation. Under the legislation, an operator of a bicycle must wear an approved bicycle helmet, or face a fine of not more than $100. Parents or guardians of children under 16 may be charged if they authorize or knowingly allow their child to ride without a helmet. Relevant sections of the Street and Traffic By-law are located in Appendix A. 3.7 Bike to Work Week Bike To Work Week is an annual weeklong event of activities, events and publicity to promote cycling as a viable transportation alternative. Held each year during National Environment Week in June, the purpose of Bike To Work Week is to encourage as many people as possible to cycle to work, school and to shop by raising the awareness of cycling as a healthy, efficient and economical transportation choice. Co-ordinated and presented by Better Environmentally Sound Transportation (BEST), Bike To Work Week was launched in 1996 and has grown over the last three years to include a regional public education and communications campaign that encourages more people to use their bicycle. The City of Vancouver supports and participates in this annual event. In 1999, the name was changed to Bike Week to reflect a greater range of events than just cycling to work. Generally, events include a recreational bicycle ride, an opening of a City of Vancouver Bikeway, the Bike-Transit-Car Challenge (a fun race between different modes of transportation), a cycling forum, a dance and a recreational ride to Granville Island. Figure 6 shows a poster used to advertise the 1999 Bike Week. 41 Figure 6: 1999 Bike Week Promotion 40 Cycling Initiatives in Vancouver Providing Alternatives 41 Joy Schellenberg, Better Environmentally Sound Transportation 18

37 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver 4 Engineering While many initiatives have been implemented within the past ten years to address the Education, Enforcement and Encouragement fundamentals of cycling, the majority of the accomplishments have been in the area of Engineering. The final fundamental component to an effective cycling program, Engineering, has received perhaps the most attention in the last decade. Examples of bicycle engineering and infrastructure include the development of a network of bikeways, the implementation of a bike rack program, the upgrading of signs and stencils on bikeways to increase awareness and visibility, and the development of the Greenway Network. 4.1 Bicycle Network in Vancouver The creation of Vancouver s bicycle network began with the construction of the BC Parkway and Seaside recreational routes in the late 1980 s. In 1992, Council approved the Bicycle Network Study and the development of a network of locally integrated bicycle routes. In particular, four priority corridors for bicycle integration were identified: the Adanac/Union corridor, the Broadway corridor, the Ontario corridor and the Arbutus corridor. Figure 7 illustrates both the construction rate of new bicycle routes and significant milestones since the 1980 s. Table 7 details the number of kilometres of bike route associated with the various bike corridors developed since the 1980 s. Figure 7: Bicycle Route Construction Cycling Network Program Length (km) Bicycle Network Study Comprehensive Bicycle Plan Year 19

38 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 7: Bicycle Route Construction Route Year Constructed Length (km) BC Parkway Seaside Adanac Cassiar Off-Broadway Fraser Lands Ontario Cypress Heather Lakewood SW Marine Midtown Ridgeway Sunrise Mosaic Portside Routes 14 years 133 km Construction of the four priority corridors began in 1993 with the Adanac Bikeway and was completed in 1996 with the Cypress Bikeway (Arbutus corridor). With the opening of the Sunrise Bikeway in the spring of 1999, Vancouver reached over 100 kilometres of signed bicycle routes. In 1995, the Provincial Cycling Network Program was created and has contributed to the accelerated route construction over the past four years. The Cycling Network Program s contributions to Vancouver s bicycle network are shown in Figures 8 and 10. The Cycling Network Program has been indispensable in the development of bike routes in Vancouver by providing 50%, up to a maximum of $200,000, towards the cost of constructing new routes. This has effectively doubled the budget available for bicycles in the City of Vancouver. As a result, bicycle routes beyond the four priority corridors of the 1992 Bicycle Network Study have been developed. In addition to the Cycling Network Program, funding is available through the recently formed TransLink. The details of this funding are not yet available, however all indications are that TransLink will provide funding for cycling projects of regional importance. Action 2: In order to maximize funding and accelerate construction of the bicycle network, funding applications through the Cycling Network Program and TransLink should continue to be actively pursued. 20

39 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 8: Cost of Vancouver s Bicycle Network $6,000,000 $5,000,000 Cumulative Cost $4,000,000 $3,000,000 $2,000,000 $1,000,000 $ Year City Funding Provincial Funding Federal Funding Table 8: Cost of Vancouver s Bicycle Network Year City Funding Provincial Funding Federal Funding 1990 $237,000 $0 $ $356,000 $0 $ $168,900 $0 $ $257,000 $0 $ $617,600 $0 $ $966,800 $265,000 $ $635,000 $201,500 $ $1,014,584 $266,583 $266, $352,750 $316,050 $0 Total $4,605,634 $1,049,133 $266,583 In addition, Figure 11 illustrates the bicycle routes identified by the Bicycle Network Study in relation to the existing bicycle network. Of the routes identified in 1992, approximately 60% have been constructed to date. The most notable gaps in the existing network include the lack of bicycle facilities in the downtown peninsula, a north-south route near the University of British Columbia and the need for an east-west route through the southern portion of the city. 21

40 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 9: Vancouver s Existing Bicycle Network 22

41 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 10: The Cycling Network Program s Contribution to Vancouver s Bicycle Network Cassiar Cypress Heather Sunrise Ontario Mosaic Lakewood Sunrise Seaside Seaside Off-Broadway Midtown BC Parkway Adanac Midtown/Ridgeway Midtown BC Parkway Lands Frase r SW Marine Funded by the City of Vancouver Funded jointly between the City of Vancouver and the Province's Cycling Network Program Burrardview Ridgeway 23

42 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 11: Routes along Side Streets Identified by the 1992 Bicycle Network Study Cassiar St. Charles St. Rupert St. Renfrew St. Crown St. Waterloo St. Angus Dr. Heather St. Ontario St. Inverness St. Garden Dr. th 7 Ave. t h 29 Ave. th 39 Ave. t h 13 Ave. th 45 Ave. th 37 Ave. t h 59 Ave. t h 7 Ave. t h 10 Ave. r d 43 Ave. Adanac St. Camosun St. Routes Identified by the 1992 Bicycle Network Study Routes Constructed to Date 24

43 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Bicycle Networks in Other Bicycle-Friendly Cities Figure 12 illustrates the length of the various cycling facilities in Vancouver with those of Portland, Oregon and Seattle, Washington. Portland and Seattle were selected because of their proximity to Vancouver and their similar populations and climates. While a combination of bike lanes, paths and bikeways are required for an effective network, each city has focused on a different primary type of bicycle facility; Portland has constructed the most bike lanes, Seattle the most bicycle paths and Vancouver the most bikeways. Despite these different focuses, it is interesting to note that the approximate rate of commuter cycling is the same (2%) for each of the three cities. Figure 12: Comparison of Bicycle Facilities in Vancouver, Seattle and Portland Length (km) Portland, OR Seattle, WA Vancouver, BC Bike Lanes (km) Bicycle Paths (km) Bikeways (km) 25

44 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 12: Comparison of Bicycle Facilities between Vancouver, Seattle and Portland Portland, OR Seattle, WA Vancouver, BC Population City 480, , ,000 Metro Region 1,200,000 3,100,000 1,900,000 Rainfall (mm/yr) Bicycle Use (%) 2% 2% 2% Bike Lanes (km) Bicycle Paths (km) Bikeways (km) Total (km) Bikes on Buses Yes (all) Yes (all) Limited Routes 4.2 Greenways Program As stated in Section 1, Council adopted a network of greenways in 1995 as outlined by the Vancouver Greenways Plan. Many of these proposed greenways coincide with the scenic and recreation bicycle routes identified in the 1992 Bicycle Network Study. As a result, staff are coordinating their efforts to ensure that both the Bikeway and Greenway Networks are developed to complement each other and to maximize funding and staff resources. Greenways provide more in terms of landscaping, views and aesthetics than do regular bikeways. Consequently, they appeal to recreational cyclists. However, care must be taken to ensure that, where appropriate, greenways accommodate commuter cyclists as well. Action 3: Incorporate the Greenway Network into the Bicycle Network by providing facilities for recreational cyclists. The city-wide Greenway Network is show in Figure A Tale of Three Cities: A Comparison of Santa Barbara, Davis and Portland 43 City of Seattle Homepage, Seattle Transportation: Bicycle Facts and Statistics 26

45 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 13: Vancouver Greenways Network 27

46 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 4.3 Bike Rack Program In 1993, the City of Vancouver, in association with Cycling BC and the Provincial Government, established a bike rack program to encourage businesses to install bike racks on the sidewalk in front of their premises. A business requesting a rack would pay two-thirds of the cost of the rack and the City and Province paid the remaining one-third. Cycling BC s role was to administer and advertise the program. After approximately two years, the program was cancelled because it was not attracting sufficient interest. Lack of interest may have been the result of cumbersome administration, lack of promotion, or the restriction on the type of rack eligible. 44 Clearly, to attract more people to cycle, we need to improve end-of-trip facilities such as bicycle racks, particularly in busy commercial areas. As result, the City should investigate and implement a more flexible bike rack program. Action 4: Implement a new bike rack program that allows for options and flexibility and that results in an increase in racks in busy commercial areas. This Action Item supports Vancouver s Transportation Plan, Initiative C6 to install bike racks on each block of commercial frontage and at major bus stops Bikeway Sign and Stencil Upgrade On July 28, 1998, Vancouver City Council approved Engineering Services Bicycle Network Upgrade Report. The Bicycle Network Upgrade Report responds to the Transportation Plan s initiative to increase the awareness and visibility of cycling facilities, Initiative C4. 46 This initiative involves the use of pavement markings and signs to identify bikeways to cyclists and motorists and to raise the awareness of the bicycle network. To alert drivers of the presence of cyclists on the street as well as to guide cyclists, bicycle road logos (pavement stencils), as shown in Figure 14, are being placed approximately every third block along a bikeway. In particular, stencils are being installed where the bikeway turns onto another street, intersects another bikeway, or intersects an arterial street. Figure 14: Bikeway Stencils 44 Cycling in Initiatives in Vancouver Providing Alternatives 45 Vancouver Transportation Plan, page Ibid., page 45 28

47 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver In addition existing street name blades along bikeways are being replaced with new name blades that contain a bicycle logo, such as that shown in Figure 15. This new street name sign features a green and white bicycle symbol on a black street name sign. The street name and hundred-block also features a new, modern typeset. This will help to further identify a street as a bikeway and increase driver awareness of the presence of cyclists on the street. Figure 15: Street Name Blade to be used on Bikeways Also proposed is the installation of overhead street name blades containing a bicycle logo at all signalized intersections along the bikeways. The majority of these signals are pedestrian and cyclist actuated and currently do not have overhead signs. See Figure 16. Figure 16: Overhead Sign to be used for Signals Where Bikeways Cross Arterial Streets Finally, bicycle loop detector stencils, as shown in Figure 17 have been installed at various semiactuated traffic signals throughout the city. They will assist cyclists in placing their bicycles appropriately on top of a loop detector so that the cyclist will be detected and trigger the vehicular traffic signal. This will allow cyclists to activate the signal without having to wait for another vehicle or push a button. Furthermore, the stencils will help reinforce the presence of cyclists in the flow of traffic. Figure 17: Stencil used for Bicycle Activation at Loop Detectors 29

48 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future All existing routes will be upgraded with the new signs and stencils and incorporated in all future bikeway construction. When completed, these initiatives will substantially raise awareness of the bicycle network and provide further guidance to those using the routes. 30

49 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver 5 Review of Existing Bikeways Over the past 14 years, Vancouver has constructed over 100 kilometres of signed bicycle routes. During this time, the focus has been towards constructing new bicycle facilities and little information has been gathered to measure the effectiveness of the routes for cyclists and their acceptance by residents. In addition, during the planning phase of routes, some residents have raised concerns regarding the possible detrimental effects of the bikeway on property values, crime and the quality of life. Others have been concerned that there will be too few cyclists to justify the expense of proposed changes made to the street. This section examines bikeway-related data and trends as well as, public input in order to address many of these concerns. 5.1 Data/Trends This section summarizes quantitative bikeway information including data on bicycle and vehicle volumes, bicycle accidents, crime statistics and property values Classifier Counts Until recently, cyclists were counted by having an observer manually count cyclists over a period of time, usually one hour. Commuter bicycle traffic patterns were assumed to be similar to that of motor vehicles, with the same peak use periods, behaviours and peak hour factors. In 1998, however, Engineering Services obtained automatic classifying counters that, in addition to counting and measuring vehicle speeds, are able to determine the type of vehicle passing over them. This allows us to determine whether the vehicle is an automobile, truck, bus or a bicycle/motorcycle. Classifiers have proven to be a tremendous asset in the traffic evaluations required for the Bike Network review. By facilitating cyclist counts to occur continuously over a period of days, we have been able to better assess daily bicycle and vehicle patterns. While the classifiers are an excellent method for counting and classifying vehicles, they do have their limitations. Unfortunately, the classifiers are unable to measure vehicles travelling below 16 km/h, which means that they cannot count cars or bicycles if they are moving too slowly. As a result, the number of cyclists reported may be lower than the actual number using the bikeway. The second limitation of using a classifier is that vehicles are grouped according to the number of and distance between axles. As motorcycles and bicycles are similar in size and shape, they are grouped as one type of vehicle. However, as the number of motorcycles compared to bicycles on bikeways is assumed to be relatively small, they are reported as bicycles in the following analysis. Adanac Bikeway The Adanac Bikeway, the first and arguably the most popular bikeway constructed to date, has had several classifier counts conducted over the last year to count the number of bicycles and vehicles using the street. Counts have been conducted on Adanac at McLean Drive, at Windermere Street and at Lillooet Street. Figures 18 through 21 illustrate the results of these counts. 31

50 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 18: 24-Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., September 14 to 15, September 14, 1998 September 15, Count :00 AM 12:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00 PM 10:00 PM Eastbound Vehicles Eastbound Bicycles Time 11:00 PM 12:00 AM 1:00 AM 2:00 AM 3:00 AM 4:00 AM Westbound Vehicles Westbound Bicycles 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00 AM 10:00 AM Table 18: ADANAC BIKEWAY - 24-Hour Bicycle and Vehicle Volumes on Adanac Street east of McLean Dr., September 14 to 15, Sep-98 Direction 15-Sep-98 Direction Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 PM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM :00 PM :00 AM hr Total While one-hour manual bicycle counts have been conducted on Adanac before, the results of this classifier count are encouraging. The volume of cyclists approaches the volume of motor vehicles with 855 bicycles and 1155 vehicles counted in a 24-hour period. In fact, the number of bicycles heading westbound in the morning rush exceeds that of westbound automobiles, as shown in Table

51 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver It is also interesting to note that the peak periods for both cyclists and motorists occur at approximately the same time. The morning peak hour for both automobiles and bicycles is approximately 7:00 to 8:00 a.m. The afternoon peaks are from 4:00 to 5:00 p.m. for automobiles and from 5:00 to 6:00 p.m. for bicycles. Figure 19: 48-Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., January 26 to 28, January 26, 1999 January 27, 1999 January 28, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM 11:00 AM Eastbound Vehicles Eastbound Bicycles Time 1:00 PM 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 19: ADANAC BIKEWAY - 48-Hour Bicycle and Vehicle Volumes on Adanac St. east of McLean Dr., January 26 to 28, 1999 Januar 26/27, 1999 January 27/28, 1999 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

52 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future The January counts are also encouraging as approximately 300 to 400 cyclists per day are still using the bikeway in the middle of winter (compared to 800 to 900 cyclists per day in autumn). Figure 20: ADANAC BIKEWAY - 48-Hour Bicycle and Vehicle Volumes on Adanac Street east of Windermere St., July 21 to 23, July 21, 1998 July 22, 1998 July 23, Count :00 PM 4:00 PM 6:00 PM 8:00 PM 10:00 PM 12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM 10:00 AM 12:00 PM 2:00 PM Eastbound Vehicles Eastbound Bicycles Time 4:00 PM 6:00 PM 8:00 PM 10:00 PM Westbound Vehicles Westbound Bicycles 12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM 10:00 AM 12:00 PM Table 20: 48-Hour Volumes on Adanac St. east of Windermere St., July 21 to 23, 1998 July 21/22, 1998 July 22/23, 1998 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Bicycles Vehicles Bicycles Vehicles 2:00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 PM :00 PM :00 PM hr Total hr Total

53 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 21: 48-Hour Bicycle and Vehicle Volumes on Adanac St. east of Lillooet St., July 13 to 15, July 13, 1998 July 14, 1998 July 15, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Eastbound Vehicles Eastbound Bicycles Time 11:00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 21: 48-Hour Bicycle and Vehicle Volumes on Adanac St. east of Lillooet St., July 13 to 15, 1998 July 13/14, 1998 July 14/15, 1998 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

54 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Midtown/Ridgeway Bikeway In addition to the data collected on the Adanac route, classifier data also exists for the more recently implemented Midtown/Ridgeway Bikeway. Figure 22: MIDTOWN/RIDGEWAY BIKEWAY - 48-Hour Bicycle and Vehicle Volumes on Camosun St. south of West 40 th Ave., November 16 to 18, November 16, 1999 November 17, 1999 November 18, Count :00 AM 12:00 PM 2:00 PM 4:00 PM 6:00 PM 8:00 PM 10:00 PM 12:00 AM 2:00 AM 4:00 AM Southbound Vehicles Southbound Bicycles 6:00 AM 8:00 AM 10:00 AM 12:00 PM Time 2:00 PM 4:00 PM 6:00 PM Northbound Vehicles Northbound Bicycles 8:00 PM 10:00 PM 12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM Table 22: 48-Hour Bicycle and Vehicle Volumes on Camosun St. south of West 40 th Ave., November 16 to 18, 1998 November 16/17, 1999 November 17/18, 1999 Northbound Southbound Northbound Southbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 10:00 AM :00 AM :00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

55 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 23: 48-Hour Bicycle and Vehicle Volumes on West 39 th Ave. east of Wallace St., November 18 to 20, November 18, 1999 November 19, 1999 November 20, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM 11:00 AM Time Eastbound Vehicles Eastbound Bicycles 1:00 PM 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 23: 48-Hour Bicycle and Vehicle Volumes on West 39 th Ave. east of Wallace St., November 16 to 18, 1998 November 18/19, 1998 November 19/20, 1998 Westbound Eastbound Westbound Eastbound Time BicyclesVehicles Bicycles Vehicles BicyclesVehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

56 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 24: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 8 to 10, February 8, 1999 February 9, 1999 February 10, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM Eastbound Vehicles Eastbound Bicycles 5:00 AM 7:00 AM 9:00 AM 11:00 AM Time 1:00 PM 3:00 PM 5:00 PM Westbound Vehicles Westbound Bicycles 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 24: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 8 to 10, 1999 February 8/9, 1999 February 9/10, 1999 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

57 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 25: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 15 to 17, February 15, 1999 February 16, 1999 February 17, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM 11:00 AM Eastbound Vehicles Eastbound Bicycles 1:00 PM Time 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 25: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Balaclava St., February 15 to 17, 1999 February 15/16, 1999 February 16/17, 1999 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

58 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 26: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Trafalgar St., November 18 to 20, November 18, 1999 November 19, 1999 November 20, Time :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM 11:00 AM Eastbound Vehicles Eastbound Bicycles Count 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM Westbound Vehicles Westbound Bicycles 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 26: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Trafalgar St., November 18 to 20, 1998 November 18/19, 1998 November 19/20, 1998 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

59 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 27: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Cambie St., January 27 to 29, January 27, 1999 January 28, 1999 January 29, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM Eastbound Vehicles Eastbound Bicycles 5:00 AM 7:00 AM 9:00 AM 11:00 AM 1:00 PM Time 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 27: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Cambie St., January 27 to 29, 1999 January 27/28, 1999 January 28/29, 1999 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

60 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 28: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Columbia St., January 27 to 29, January 27, 1999 January 28, 1999 January 29, Count :00 AM 1:00 PM 3:00 PM 5:00 PM 7:00 PM 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM 11:00 AM Eastbound Vehicles Eastbound Bicycles 1:00 PM Time 3:00 PM 5:00 PM 7:00 PM Westbound Vehicles Westbound Bicycles 9:00 PM 11:00 PM 1:00 AM 3:00 AM 5:00 AM 7:00 AM 9:00 AM Table 28: 48-Hour Bicycle and Vehicle Volumes on West 37 th Ave. east of Columbia St., January 27 to 29, 1999 January 27/28, 1999 January 28/29, 1999 Westbound Eastbound Westbound Eastbound Time Bicycles Vehicles Bicycles Vehicles Time Bicycles Vehicles Bicycles Vehicles 11:00 AM :00 AM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 PM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM :00 AM hr Total hr Total

61 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver As we can see from Figures 22 through 28, the Midtown/Ridgeway Bikeway does not currently attract the same numbers of bicyclists as does the Adanac route. However the data is useful to determine a baseline to measure future growth in cycling use and the automobile use patterns at different locations. The results of the few classifier counts on bikeways to date indicate that the morning and evening peak hours for bicycle traffic generally occur from 7:00 to 8:00 a.m. and from 5:00 to 6:00 p.m. respectively. This corresponds with the assumption that bicycle traffic behaves similarly to automobile traffic. Peak Hour Factors From the classifier information gathered, we can determine the ratio of total bicycle volume to peak hour bicycle volume to arrive at a factor to use to extrapolate daily volumes from existing peak onehour counts. Table 29 shows the ratio for the three locations along the Adanac Bikeway over several days. From the limited data collected to date, the average Peak Hour Factor (PHF) is 7.7 +/- 0.7 with 95% confidence. That is to say, the average peak hour factor is between 6.9 and 8.3, 19 times out of 20. This compares to the peak hour factor of 10 that is commonly used to extrapolate daily vehicle volumes from peak hour values. Peak hour factors (PHF) are very useful in estimating traffic volumes. For example, if during the hour between 5:00 and 6:00 p.m. 93 vehicles are counted, the average daily volume is assumed to be 93 x 10 = 930 vehicles per day. If during this same time frame 31 cyclists are counted, we can assume that the average daily volume is 31 x 7.7 = 239 cyclists per day. Figure 29 shows the set of bicycle data points used to derive the average PHF of 7.7. Figure 29: Peak Hour Factor from Adanac Bikeway Classifier Data Average = 7.7 Standard Deviation = % Confidence Limit = Factor Average

62 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 29: Peak Hour Factor from Adanac Bikeway Classifier Data Location Bikes Peak 24-Hour Peak Hour Peak On At Date Time w/b e/b Hour Total Factor PM Adanac Lillooet July 13, :00 PM July 14, :00 PM Adanac Windermere July 21, :00 PM July 22, :00 PM Adanac McClean September 14, :00 PM January 26, :00 PM January 27, :00 PM AM Adanac Lillooet July 14, :00 AM July 15, :00 AM Adanac Windermere July 22, :00 AM July 23, :00 AM Adanac McClean September 15, :00 AM January 27, :00 AM January 28, :00 AM Average 7.7 Average Peak Hour Factor = 7.7 +/- 0.6, 19 times out of 20 Std. Dev % Confidence Interval 0.6 Similar analysis was conducted on the classifier data from the Midtown/Ridgeway bikeway. Despite the fact that this data is more variable than the Adanac bikeway, a similar peak hour factor was determined to be 7.7 +/- 0.9, 19 times out of 20. Figure 30: Peak Hour Factor from Midtown/Ridgeway Bikeway Classifier Data Average = 7.7 Standard Devation = % Cofidence Limit = Factor 9 8 Average

63 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table 30: Peak Hour Factor from Midtown/Ridgeway Bikeway Classifier Data Location Bikes Peak 24-Hour Peak Hour Peak On At Date Time n/b s/b Hour Total Factor PM Camosun 40th Ave November 16, :00 PM November 17, :00 PM w/b e/b 37th Wallace November 18, :00 PM November 19, :00 PM th Balaclava February 8, :00 PM February 9, :00 PM February 15, :00 PM February 16, :00 PM th Trafalgar November 18, :00 PM November 19, :00 PM th Cambie January 27, :00 PM January 28, :00 PM th Columbia January 27, :00 PM January 28, :00 PM AM n/b s/b Camosun 40th Ave November 17, :00 AM November 18, :00 AM w/b e/b 37th Wallace November 19, :00 AM November 20, :00 AM th Balaclava February 9, :00 AM February 16, :00 AM February 17, :00 AM th Trafalgar November 19, :00 AM November 20, :00 AM th Cambie January 28, :00 AM January 29, :00 AM th Columbia January 28, :00 AM January 29, :00 AM Average 7.7 Average Peak Hour Factor = 7.7 +/- 0.9, 19 times out of 20 Std. Dev % Confidence Interval 0.9 Combining the peak hour data for both the Adanac and Midtown/Ridgeway routes, we yield an average peak hour factor of 7.7 +/- 0.6, 19 times out of

64 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 31: Combined Peak Hour Factors from Adanac and Midtown/Ridgeway Data Average = 7.7 Stadard Deviation = % Confidence Limit = Factor 10 8 Average Table 31: Combined Peak Hour Factors from Adanac and Midtown/Ridgeway Data Overall average 7.7 Average Peak Hour Factor = 7.7 +/- 0.6, 19 times out of 20 Std. Dev % Confidence Interval 0.6 Action 5: Count bicycles using both automated and manual methods to better determine bicycle volumes along the bikeways and other streets, and to further refine the peak hour factor for cyclists Bicycle Counts This section examines cordon counts and manual counts both city-wide and on bikeways. 46

65 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Cordon Counts Vehicle cordon counts are conducted to measure the number of automobiles entering the downtown core on a typical workday. Essentially, a box is drawn around the central business district and each entry and exit point is counted to determine the volume of vehicles entering the box in a 3-hr period. This data, when combined with GVRD data for transit rider ship, carpools and pedestrians, is used to determine the percentages of each mode of transportation (modal splits). 47 A special bicycle cordon count that measures the actual volumes of bicycles entering the downtown core was first conducted in May The count was repeated in June 1995, October 1997 and July 1998, and the results are shown in Figure 32. Figure 32: Modal Split for Bicycles Entering the Downtown Core 4.5% 4.0% Cycling Goal for % 3.0% 2.5% 2.0% 1.8% 2.0% 1.5% 1.0% 1.1% 1.1% 0.5% 0.0% May 1991 May 1995 October 1997 July 1998 Table 32: Modal Split for Bicycles Entering the Downtown Core Date Weather Bicycles Counted Modal Split May 1991 warm/sunny % May 1995 warm/sunny % October 1997 cold/raining % July 1998 warm/sunny % Over the last eight years, the number of cyclists entering the downtown core has almost doubled from approximately 1,200 to 2,000 cyclists in a three-hour period. The bicycle cordon count for 1997 was Modal split goal for bicycles for the year 2021 from the Transportation Plan, page Vehicle, carpool and transit volumes for modal split from 1996 Greater Vancouver Screenline Survey 47

66 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future conducted on a rainy day in late October and is therefore substantially lower than both the counts for 1995 and It is naturally assumed that there are more people cycling on warm, dry days in the summer months than cool, wet days in the fall and winter. However, more counts must be conducted to verify this assumption and to provide a basis for measuring the effectiveness of cycling initiatives and to measure bicycle use against projected goals. Action 6: Conduct bicycle cordon counts on a regular basis to accurately measure the modal split for bicycles and the effectiveness of cycling programs and initiatives. City-Wide Manual Traffic Counts The following bicycle counts are from data that is collected by manual traffic counters who record the number, type and direction of traffic at various intersections throughout the City. These counts are generally conducted at key locations every two years. It is important to note that, the counts are conducted at intersections of arterial streets and do not reflect the number of cyclists using side streets, such as our bikeways. These counts, therefore, provide a limited representation of bicycle volumes in the city. Manual counts provide information about the number of cyclists passing through an intersection during the peak hour for vehicles (from 4:00 to 5:00 p.m.). As shown in section the cyclist peak hours parallel the vehicle peak hours. Using the manual count data, Average Daily Total (ADT) estimates are obtained by multiplying the peak hour volume by the peak hour factor of 7.7, as outline in section This information clearly indicates that the majority of cyclist volumes on arterial streets are in the downtown core, followed closely by the Broadway corridor. 48

67 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 33: Peak Hour Vancouver Bicycle Volumes

68 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 34: Peak Hour Downtown Bicycle Volumes

69 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 35: Peak Hour Vancouver Bicycle Volumes

70 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 36: Peak Hour Downtown Bicycle Volumes

71 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Bikeway Manual Counts The following summarizes a collection of special counts conducted on bikeways to determine the level of usage by cyclists. These are generally one-hour manual counts, however the peak hour factor of 7.7 calculated in section was used to approximate the daily, 24-hour volumes. Adanac Bikeway The Adanac Bikeway is the first, and perhaps most successful, bikeway constructed in Vancouver. Manual one-hour bicycle counts were conducted at several locations before and after the bikeway was implemented in Figure 37 indicates that bicycle volumes along Adanac have increased approximately 225% over the last seven years. These counts also show that, as the count location moves closer to the downtown core, more cyclists are using the bikeway. Figure 37: ADANAC BIKEWAY One Hour East and Westbound Bicycle Volumes Actual One-Hour Count Main St. Clark Dr. Commercial Dr. Nanaimo St. Renfrew St Oct Oct Jul Oct Oct Jul Oct Oct Aug Oct Oct Aug-96 Renfrew 15-Oct Oct Estimated 24-Hour Count

72 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 37: One-Hour East and Westbound Bicycle Volumes on the Adanac Bikeway Location Date Count Time Duration (hr) Count Est. 24 hr Count Main 15-Oct-92 7:30 AM 1: Oct-93 7:30 AM 1: Jul-97 7:40 AM 1: Clark 15-Oct-92 7:30 AM 1: Oct-93 7:30 AM 1: Jul-97 7:45 AM 1: Commercial 15-Oct-92 4:30 PM 1: Oct-93 4:30 PM 1: Aug-96 3:30 PM 1: Nanaimo 15-Oct-92 7:30 AM 1: Oct-93 7:30 AM 1: Aug-96 7:33 AM 1: Renfrew 15-Oct-92 7:30 AM 1: Oct-93 7:30 AM 1: Off-Broadway Bikeway Completed in 1994, the Off-Broadway Bikeway was the second bikeway to be constructed. Again, before and after counts were conducted and the results are shown in Figure 38. Figure 38: One-Hour East and Westbound Bicycle Volumes on the Off- Broadway Bikeway Alma St. Macdonald St Hemlock St. Heather St Oct Oct Oct Oct Oct Oct Oct Oct Oct Jul-98 Actual One-Hour Count Blanca St Estimated 24-Hour Count

73 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table 38: One-Hour East and Westbound Bicycle Volumes on the Off- Broadway Bikeway Location Date Time Duration(hr) Count Est. 24 hr Count Blanca 18-Oct-93 4:00 PM 1: Oct-95 4:00 PM 1: Alma 18-Oct-93 7:30 AM 1: Oct-95 7:30 AM 1: Macdonald18-Oct-93 4:00 PM 1: Oct-95 4:00 PM 1: Hemlock 18-Oct-93 4:00 PM 1: Oct-95 4:00 PM 1: Heather 15-Oct-97 2:00 PM 1: Jul-98 7:30 AM 1: While the results for the Off-Broadway Bikeway are more variable than those for the Adanac Bikeway, it appears that there is at some locations along the route, a substantial increase in the number of cyclists over the last few years. Cypress Bikeway As with the city s other major routes, the number of cyclists is increasing on the Cypress Bikeway. Refer to Figure 39. Figure 39: One-Hour North and Southbound Bicycle Volumes on the Cypress Bikeway Cypress & 4th Actual One-Hour Count Cypress & Broadway Angus & King Edward Angus & 41st Aug Jul Oct Jul Sep Jul Aug Jul-98 Estimated 24-Hour Count

74 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 39: One-Hour North and Southbound Bicycle Volumes on the Cypress Bikeway Location Date Time Duration(hr) Count Est. 24 hr Count 4th 14-Aug-96 3:30 PM 1: Jul-98 4:30 AM 1: Broadway 09-Oct-97 9:00 AM 1: Jul-98 7:30 AM 1: King Edward 15-Sep-96 3:30 PM 1: Jul-98 5:00 PM 1: st 23-Aug-96 7:30 AM 1: Jul-98 7:30 AM 1: Midtown/Ridgeway Bikeway Figure 40 shows the before and after counts for the Midtown/Ridgeway route. While this route isn t experiencing the numbers of cyclists as some of the other routes, it has seen an increase in the number of cyclists since it has become a bikeway. Figure 40: Before and After, One-Hour Bicycle Counts on the Midtown/Ridgeway Bikeway 30 On 37th Avenue at: On 38th Avenue at: On 29th Avenue at: West Boulevard Knight St Actual One-Hour Count Blenheim St. Granville St. Victoria Dr. Slocan St. Rupert St Estimated 24-Hour Count 5 0 "Before" Not Counted "Before" Not Counted "Before" Not Counted "Before" Not Counted "Before" Not Counted am pm am pm am pm am pm am pm am pm am pm Before Counts, March 1997 After Counts, March 1999 Series3 *Note: a.m. counts were conducted between 7:30 and 8:30 a.m., and p.m. counts between 4:30 and 5:30 p.m. 56

75 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table 40: Before and After, One-Hour Bicycle Counts on the Midtown/Ridgeway Bikeway Count On At Time Duration Before After Est. 24 hr Count 37th Avenue Blenheim 7:30 AM 1: :30 PM 1: th Avenue West Boulevard 7:30 AM 1: :30 PM 1:00 not counted th Avenue Granville 7:30 AM 1: :30 PM 1: th Avenue Knight 7:30 AM 1: :30 PM 1:00 not counted th Avenue Victoria 7:30 AM 1: :30 PM 1:00 not counted th Avenue Slocan 7:30 AM 1: :30 PM 1:00 not counted th Avenue Rupert 7:30 AM 1: :30 PM 1:00 not counted 5 39 Summary In general, the before and after bicycle count data is encouraging. Bicycle use is increasing within the city, particularly along the established bikeways. It is likely that this increase in use is due in part to existing cyclists migrating to the bike routes and to new rider ship from those who did not cycle before the bikeways were established Vehicle Counts In addition to bicycle counts, vehicles have been counted along the bikeways to ensure that the street remains comfortable for cyclists and residents after the route has been established. While the majority of count locations have remained relatively unchanged, there are a few locations where vehicle volumes have increased. This increase appears to be the result of adjacent land use and traffic patterns, not the implementation of the bikeway. For example, Adanac Street east of Renfrew Street is the only street between First Avenue and Hastings Street that passes over Highway 1. As a result, this section of Adanac has become short-cut route for automobile drivers. Speed humps, have been installed along this section of Adanac in an attempt to reduce vehicle speeds. As well, existing traffic calming devices are being modified to try and discourage motorists from disobeying them. Adanac Bikeway Figure 41 illustrates the numerous counts that have occurred along Adanac Street over the last few years. The traffic counts are highly variable, even when conducted within the same year. It is assumed that this variability is due to a number of factors including construction of the Cassiar Connector ( ) and the implementation of a traffic calming plan east of Renfrew Street (1994). Apart from these two key events, traffic volumes have not changed significantly from However, the number of automobiles has generally remained unchanged. 57

76 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 41: Two-way Vehicle Volumes at Various Locations along the Adanac Bikeway 8000 Volumes on Adanac at: 7000 Rupert 6000 Kootenay Vehicles per Day (vpd) Renfrew 2000 Clark Commercial Nanaimo Semlin Year Off-Broadway Bikeway Similar to the Adanac bikeway, results along the Off-Broadway Bikeway indicate that vehicle volumes have remained steady since the implementation of the Bikeway. Figure 42: Two-way, Vehicle Volumes at Various Locations along the Off- Broadway Bikeway Volumes on 8th at: Volumes on 7th at: Columbia 8000 Vehicles per Day (vpd) Fir Pine Birch Willow 2000 Blenheim Larch Year 58

77 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Cypress Bikeway Figure 43: Two-way, 24-Hour Vehicle Volumes at Various Locations along the Cypress Bikeway 9000 On Cypress at: Cornwall On Angus at: nd 6000 Vehicles per Day (vpd) Creelman Greer 6th th th th 16th King Edward 41st 49th Year Summary In general, the implementation of a bikeway does not appear to increase motor vehicle volumes. With the increase in Vancouver s population over the last decade an increase in traffic is to be expected, however the construction of a bikeway does not appear to attract additional motorists. Action 7: Monitor vehicle traffic along the bikeways and take remedial actions where needed Bicycle Collisions The number of collisions involving cyclists has increased in recent years as the popularity of cycling as a means of recreation and transportation has grown. However, there is a gradual decline in the number of collisions since the early 1990 s Vancouver Police Department Bicycle Collision Reports Figure 44 shows the reported bicycle collisions involving cyclists in Vancouver from 1975 to It must be noted that the Police Department changed its accident reporting procedures in 1997, resulting in a dramatic drop in the number of bicycle collisions between 1996 and As of April 1, 59

78 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 1997, the Police only accept accident reports for accidents that they attend. As a result, the number of reported collisions dropped sharply in Figure 44: Reported Collisions Involving Cyclists from 1975 to Assumed Trend 500 Accidents Change in VPD Reporting Year Table 44: Reported Collisions Involving Cyclists from 1975 to 1998 Reported Accidents Reported Accidents Year Involving Cyclists Year Involving Cyclists Total 10,538 It is interesting to note that with the advent of the Bicycle Network Study in 1992 and the creation of the Adanac Bikeway in 1993, there has been a declining trend in the number of collisions involving cyclists at the same time the number of cyclists appears to be increasing. This decline in collisions 60

79 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver may be the result of a greater awareness of cyclists on the roadway network, increased cycling infrastructure or the increased skill and education of cyclists and motorists. As shown in Figure 45, 35 cyclists have lost their lives in the City of Vancouver over the last 25 years. Fortunately, cyclist fatalities are down from a high of six in 1981 to approximately one per year since Regardless of who is at fault, it is always the cyclist who is more vulnerable when involved in a collision with an automobile. It is tragic that anyone is killed on the roadway network and the City s ultimate goal is to have no road-related fatalities in Vancouver. Figure 45: Cyclist Fatalities in Vancouver from 1975 to Fatalities Year Table 45: Cyclist Fatalities in Vancouver from 1975 to 1998 Year Cyclist Fatalities Year Cyclist Fatalities Total 35 61

80 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future The following figures illustrate the locations of reported bicycle collisions within the City of Vancouver. As with the city-wide bicycle counts, collisions are shown for 1995 and As the figures show, the majority of collisions involving cyclists are within the downtown core. However, unlike the citywide bicycle counts, the data for collisions is more variable and is not entirely located in the downtown core or the Broadway corridor. 62

81 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 46: Vancouver Bicycle Collisions

82 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 47: Downtown Bicycle Collisions

83 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 48: Vancouver Bicycle Collisions

84 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 49: Downtown Bicycle Collisions

85 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver ICBC Bicycle Collision Reports In addition to the Vancouver Police records, information for 1997 and 1998 collisions was obtained from accident claims made to the Insurance Corporation of British Columbia (ICBC). In 1997 and 1998 there were 307 accident claims in the City of Vancouver involving cyclists. Of those accident claims, 26 occurred on marked bicycle routes. Figure 50 shows the number of accidents reported on the various bike routes. In addition to accident locations, Figure 51 shows the breakdown of the cause and fault of the collisions. Figure 50: 1997 and 1998 ICBC Claims Involving Cyclists on Vancouver Bicycle Routes 7 6 Number of Accident Claims to ICBC Adanac Ontario Seaside Cypress Midtown SW Marine Off-Broadway Bicycle Route 67

86 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 50: 1997 and 1998 ICBC Claims Involving Cyclists on Vancouver Bicycle Routes 49 Route Number of ICBC Claims Adanac 6 Ontario 5 Seaside 4 Cypress 4 Midtown 3 SW Marine 2 Off-Broadway 2 Total 26 Figure 51: Fault of 1997 and 1998 Collisions Involving Cyclists on Vancouver Bicycle Routes Motorist at Fault Cyclist at Fault Fault Not Determined 10 Number Stop Sign Left Turn Fail to Yield Unsafe Pass Rear End Stop Sign Red Light Unsafe Exit No Lights Car Door Other Accident Cause 49 Constable Bert Rainey, Vancouver Police Department Bicycle Squad 68

87 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Table 51: Fault of 1997 and 1998 Collisions Involving Cyclists on Vancouver Bicycle Routes 50 Fault Motorist Cyclist Not Determined Stop Sign 12 Stop Sign 1 Car Door 1 Left Turn 4 Red Light 1 Other 2 Fail to Yield 1 Unsafe Exit 1 Unsafe Pass 1 No Lights 1 Rear End 1 Total In addition to identifying the cause and fault of the collisions on bicycle routes, 100 random claims of the 307 claims made involving cyclists, were analyzed to determine if there is any trend in the accident data. Figure 52 illustrates the results of this analysis. Figure 52: Fault of 100 Random ICBC Claims Involving Cyclists in 1997 and Motorist at Fault Fault Not Determined 10 Number Left Turn Stop Sign Right Turn Unsafe Passing Rear End Pull Out from Curb Door into Traffic Uncontrolled Intersection Unsafe Braking U Turn Stop Sign Sidewalk Fail to Yield No Lights at Night Pass on Right Wrong Way Uncontrolled Intersection Rear End Unsafe Passing Pull Out Between Cars Crosswalk Car Door Other Cause 50 Ibid. 69

88 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Table 52: Fault of 100 Random ICBC Claims Involving Cyclists in 1997 and Fault Motorist Cyclist Not Determined Left Turn 15 Stop Sign 11 Car Door 9 Stop Sign 14 Sidewalk 9 Other 1 Right Turn 5 Fail to Yield 7 Unsafe Passing 3 No Lights at Night 3 Rear End 3 Pass on Right 3 Pull Out from Curb 2 Wrong Way 3 Door into Traffic 2 Uncontrolled Intersection 2 Uncontrolled Intersection 2 Rear End 2 Unsafe Braking 1 Unsafe Passing 1 U Turn 1 Pull Out Between Cars 1 Crosswalk 1 Total Summary The number and severity of collisions involving cyclists appears to be decreasing from the numbers in the 1980 s and early 1990 s. Generally, most collisions appear to occur on arterial streets and are concentrated at intersections. The downtown core has the greatest concentration of collisions, as cyclists and vehicles compete for road space. This further supports the need for a network of bike lanes downtown. To ensure that collisions involving cyclists continues to decline and identify locations that require modifications to increase safety, cycling collisions should continue to be monitored. Action 8: Monitor collisions involving cyclists to identify intersections or locations requiring modifications and to ensure a decline in the number and severity of bicycle collisions Bikeways and Crime Rates As in other communities, crime prevention is a major concern for many residents. When a bicycle route is proposed for a neighbourhood, some residents feel that the increase in the number of cyclists will result in an increase in crime. This section will attempt to determine whether there is any correlation between crime and the presence of a bike route. Methodology To determine if there is a correlation between crime rates and bicycle routes, the aid of the Vancouver Police Department Crime Analysis Unit was enlisted. Crime statistics were obtained for the entire city for 1995, 1996 and In addition to statistics for the entire city, two smaller neighbourhoods were selected to determine whether a street with a bikeway had higher incidents of crime than other streets within the neighbourhood. 51 Ibid. 70

89 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver While statistics for theft of auto, theft from auto, mischief and burglary were available, for the brevity of this report only the statistics for residential break and enter are included. It must be noted that the results for other types of crime were similar to those of break and enter. City-wide Residential Break and Enter Statistics The following figures show the contour lines of residential break and enter in the City of Vancouver. Only the routes that existed in each year are shown. If there was correlation between the existence of the bike route and the number of break and enters, there would be definite identifiable contour lines appearing along the routes. For the years 1995 through 1997, there appears to be no city-wide correlation between bicycle routes and incidents of break and enter. Incidents of break and enter appear to be more closely linked with adjacent land use, density and demographics, than by the presence of a bike route. While the denser neighbourhoods appear to have greater crime rates, it must be noted that the figures illustrate the number of reported incidents and don t factor in population densities. A more accurate picture of crime would be to have the incidents of crime per capita plotted, however this information was not available for this report. 71

90 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 53: City-wide Residential Break and Enter

91 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 54: City-wide Residential Break and Enter

92 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 55: City-wide Residential Break and Enter

93 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver A Study of Two Local Neighbourhoods In addition to the city-wide analysis, two neighbourhoods were selected to determine any differences between a street with a bikeway with other streets in the neighbourhood. Two neighbourhoods on different bikeways were selected that had remained relatively unchanged over the last few years (e.g. no major land use or density changes). Only the results for break and enter data are summarized below. Neighbourhood 1: Cypress Bikeway The first neighbourhood examined is bordered by East Boulevard, Granville Street, West 41 st Avenue and West 49 th Avenue. The Cypress Bikeway was constructed in 1996 and residential break and enter data was obtained for the years 1995, 1996 and 1997 to determine if the presence of the bikeway had any effect on crime in the neighbourhood. As shown in Figures 56 to 58 there appears to be no correlation between residential break and enters and the presence of the Cypress Bikeway. For this neighbourhood, the location of incidents appears to be associated with the adjoining land use (apartment buildings, retail areas and high schools). Neighbourhood 2: Ontario Bikeway The second neighbourhood examined extends from Cambie Street to Fraser Street and from East 41 st to East 49 th Avenues. The Ontario Bikeway was constructed in 1995, however crime data is not available in contour form for 1994, so a before and after picture of the neighbourhood with and without the bikeway is not possible. However, if there was a correlation between the bikeway and crime, contours of high incidents of break and enter should appear in the data. Contour lines of residential burglary were drawn for the neighbourhood and again, there appears to be no correlation between residential break and enter and the bikeway. See Figures 59 to

94 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 56: Cypress St. Residential Break and Enter, 1995 One Year Prior to Bikeway Construction 76

95 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 57: Cypress St. Residential Break and Enter, 1996 Year Bikeway Constructed 77

96 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 58: Cypress St. Residential Break and Enter, 1997 One Year After Bikeway Constructed 78

97 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 59: Ontario St. - Residential Break and Enter, 1995 Year Bikeway Constructed 79

98 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 60: Ontario St. - Residential Break and Enter, 1996 One Year After Bikeway Constructed 80

99 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 61: Ontario St. Residential Break and Enter, 1997 Two Years After Bikeway Constructed 81

100 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Summary From the city-wide results and the two neighbourhoods studied, there appears to be no correlation between the presence of the bikeway and an increase in residential break and entry. However, crime statistics should continue to be analyzed to ensure there is no continued relation. Action 9: Analyze crime statistics to ensure that there is a continued lack of correlation between crime and the presence of a bicycle facility Bikeways and Property Values Another common question asked by residents when proposing a bicycle facility for their street, is the effect of the route on property values. These concerns include the fear that living along a bicycle route will reduce property values and that the route may attract undesirables and therefore decrease the liveability of the street. Methodology Originally, attempts were made to determine whether the assessed value and selling price of homes in three study areas had changed due to their location on a bikeway. However, the variables that affect property value are complex and a correlation between property values and bicycle routes is difficult to determine. After consultation with a local real estate assessment firm, a simple random opinion survey of realtors was determined to be a better indication of the effect of a bicycle route on the sale of a home. 52 Surveys were mailed in August and September of 1998 to 250 random real estate agents working within the City of Vancouver. Of the 250 surveys mailed out, 66 were returned yielding a 26% response rate. The following section summarizes the results of this realtor survey. Figure 62: Real Estate Ad from the Georgia Straight A copy of the realtor survey is given in Appendix B. 52 The Effect of Greenways on Property Values and Public Safety 82

101 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Realtor Survey The following questions were asked to obtain information regarding the respondents who replied to the realtor survey. Age Respondents were asked to indicate their age group. Of the surveys returned, 65 people indicated their age group and one did not. As shown in Figure 63, 67% of the respondents were between the ages of 35 and 54. Figure 63: Realtor Age Profile % % % % % Table 63: Realtor Age Profile Age Group Count Percentage % % % % % Total: % Gender Respondents were asked to indicate their gender. Of the surveys returned, 51 people indicated their gender while 15 did not. Of those who responded, 65% were male and 35% were female, as shown in Figure

102 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 64: Realtor Gender Profile Female 35% Male 65% Table 64: Realtor Gender Profile Gender Count Percentage Female 18 35% Male 33 65% Total: % From the results of these two questions, approximately two-thirds of the respondents are between the ages of 35 and 54 and two-thirds are male. Bicycle Routes as a Community Amenity To determine how the real estate community views the bikeways, realtors were asked their opinion of bicycle routes as an amenity to the communities around them. All 66 respondents answered this question. The survey results, shown in Figure 65, indicate that the majority (85%) of realtors who responded view the bicycle routes as a community amenity. 84

103 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 65: Realtor Responses to Are Bicycle Routes an Amenity to the Community Around Them? No 15% Yes 85% Table 65: Realtor Responses to Are Bicycle Routes an Amenity to the Community Around Them? Count Percentage Yes 56 85% No 10 15% Total: % Bicycle Routes as a Selling Feature of the Home Realtors were asked, if they were to sell a home near or adjacent to a bicycle route, would they use the route as a selling feature of the home. All 66 respondents answered this question. Again a majority (65%) indicated that they would use the bicycle route as a selling feature of a home. It must be noted that several respondents indicated that their response to this question depended on the individual client and their client s lifestyle. 85

104 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 66: Realtor Responses to Would you use a bicycle route as a selling feature of a home? No 35% Yes 65% Table 66: Realtor Responses to Would you use a bicycle route as a selling feature of a home? Count Percentage Yes 43 65% No 23 35% Total: % Property Value and Ease of Sale Realtors were then asked if, in their opinion, bicycle routes affect the selling price and ease of sale of homes along and near a route. To determine if there is a difference, these questions were divided into two groups; homes along a route and homes within one block of the route. Homes along a Bike Route For homes along the bikeway, realtors were asked whether the route would have any effect on the ease of sale or the selling price of the home. Ease of Sale Of the surveys returned, 64 people responded to this question, and two did not. There appears to be no consensus on whether the route had any effect on the ease of sale of the home. However, 38% felt the route may make the home easier to sell, 34% felt it would have no effect and 20% felt it may make the home more difficult to sell. The results are illustrated in Figure

105 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 67: Realtor Responses to If a home is adjacent to a bicycle route, the route will: (ease of sale) Do not know 8% Make the home easier to sell 38% Have no effect on the sale of the home 34% Make the home more difficult to sell 20% Table 67: Realtor Responses to If a home is adjacent to a bicycle route, the route will: (ease of sale) Count Percentage Make the home easier to sell 24 38% Make the home more difficult to sell 13 20% Have no effect on the sale of the home 22 34% Do not know 5 8% Total: % Effect on Selling Price Of the surveys returned, 65 people responded to this question, while one did not. The majority of the responses (62%) indicated that for homes on a bikeway, the route had no effect on the selling price of the home. 87

106 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 68: Realtor Responses to If a home is adjacent to a bicycle route, the route will: (selling price) Do not know 12% Increase the selling price of the home 11% Decrease the selling price of the home 15% Have no effect on the selling price of the home 62% Table 68: Realtor Responses to If a home is adjacent to a bicycle route, the route will: (selling price) Count Percentage Increase the selling price of the home 7 11% Decrease the selling price of the home 10 15% Have no effect on the selling price of the home 40 62% Do not know 8 12% Total: % Homes Within a Block, But not on a Bike Route For homes within one block of the bikeway, realtors were asked whether the route would have any effect on the ease of sale or the selling price of the home. Ease of Sale Of the surveys returned, 65 people responded to this question, and one did not. There appears to be no consensus on the effect of the bikeway on the sale of the home. Of those who responded, 49% felt that there was no effect on the sale of the home, 40% felt the route would make the home easier to sell and only 3% felt it would make the home more difficult to sell, as shown in Figure

107 Bicycle Plan 1999: Reviewing the Past, Planning the Future City of Vancouver Figure 69: Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (ease of sale) Do not know 8% Make the home easier to sell 40% Have no effect on the sale of the home 49% Make the home more difficult to sell 3% Table 69: Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (ease of sale) Count Percentage Make the home easier to sell 26 40% Make the home more difficult to sell 2 3% Have no effect on the sale of the home 32 49% Do not know 5 8% Total: % Effect on Selling Price Of the surveys returned, 65 people responded to this question, while one did not. The majority of the responses (77%) indicated that for homes within a block of a bikeway, the route had no effect on the selling price of the home. 89

108 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future Figure 70: Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (selling price) Do not know 6% Increase the selling price of the home 12% Decrease the selling price of the home 5% Have no effect on the selling price of the home 77% Table 70: Realtor Responses to If a home is within a block of, but not adjacent to a bicycle route, the route will: (selling price) Count Percentage Increase the selling price of the home 8 12% Decrease the selling price of the home 3 5% Have no effect on the selling price of the home 50 77% Do not know 4 6% Total: % Summary The results of the realtor survey indicate that 85% of realtors feel that bicycle routes are an amenity to the community around them and that 65% of them would use the route as a selling feature of the home. The survey results indicate that the ease of sale of a home is not affected or made easier when it is located along a bike route. In addition, the majority of respondents indicated that bike routes have no effect on the selling price of the homes along the route. From this information, it appears that while the majority of realtors feel that bike routes are an amenity to communities around them, their presence does not affect the selling price of homes on or around them, but may improve their ease of sale. 90

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110 City of Vancouver Bicycle Plan 1999: Reviewing the Past, Planning the Future 5.2 Public Input To obtain feedback from residents and cyclists regarding the effectiveness of the bikeway network, two surveys and an open house were conducted. One of the surveys targeted cyclists using the bicycle facilities and the other targeted residents living along the bikeways Cycling Survey To get a better understanding of the effectiveness of the bicycle network and the needs of cyclists, a survey was conducted through August and September of Figure 71: Cycling Survey Advertisement The survey was publicized through advertisements placed in local papers and through several electronic mediums such as the Better Environmentally Sound Transportation Listserve, the ubc.club.cycling listserve and bc cycling newsgroups. In addition, the survey was featured in stories in several local newspapers. Surveys were available through the mail, for pick-up or on the City s web site in an on-line form. Surveys were also handed out on the Adanac, Off-Broadway, Ontario and Cypress bike routes during the week of September 8, A total of 1784 surveys were returned. The following section summarizes the results of the cycling survey. A copy of the survey is given in Appendix B. Cyclist Profile To determine the characteristics of cyclists responding to this survey, respondents were asked about their age and gender. Age Respondents were asked to indicate their age by selecting one of several age group ranges. A total of 1720 indicated a range, 64 did not respond. Those who did not respond are not included in Figure